
OassifEL- 
Book _A£- 



1909 



HOth Congress 1 H( )i;sK QF REP R KS KNTATIVKS \ Sj^gS" 

l Session I 1 No. 1220 



*d<! 



INVESTIGATIONS 

AS TO 



PNEUMATIC-TUBE SERVICE 
FOR THE MAILS 



LETTER FROM 

THE POSTMASTER-GENERAL 

SUBMITTING THE REPORT OF AN IN- 
VESTIGATION AS TO PNETTMATIC- 
TUBE SERYICE FOR THE MAILS 



December 15, 1908.— Referred to the Committee on the Post-Office and 
Post-Roads and ordered to be printed with illustrations. 



WASHINGTON 
GOVERNMENT PRINTING OFFICE 

1909 



__ 



J 



^dtkllorT} HOUSE OF REPRESENTATIVES {■J™ 



INVESTIGATIONS 

AS TO 

PNEUMATIC-TUBE SERVICE 
FOR THE MAILS 



LETTER FROM 

THE POSTMASTER-GENERAL 

SUBMITTING THE REPORT OF AN IN- 
VESTIGATION AS TO PNEUMATIC- 
TUBE SERVICE FOR THE MAIES 



December 15, 1908. — Referred to the Committee on the Post-Office and 
Post- Roads and ordered to be printed with illustrations. 



WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1909 



**» 



1>\ 



\<\ 



D°\ 






TABLE OF CONTEXTS. 



Report of commission: Page. 

Brief history 8 

Tube service in foreign countries .. 8 

Importance of American cities in which tube service is now provided 8 

Proportion of mail transmitted by tubes 9 

Advantages and limitations of the tubes 9 

Percentage of capacity utilized 10 

Tube-service contracts 10 

Description of pneumatic-tube systems and variety of machinery 10 

Approximate cost of purchase 11 

Cost of maintenance and operation 1 11 

Relations with municipalities 12 

Tunnels and subways 12 

Conclusions 12 

Report of subcommittee: 

Introductory 14 

History of pneumatic-tube mail service 15 

Recommendations bv committee of experts ( 1901 ) 17 

Law of April 21 , 1902 18 

Recommendations of committee of 1905 19 

Growth of pneumatic-tube service, 1893-1908 ( table) 20 

Mileage contracted for and under contract November 10, 1908 21 

Pneumatic-tube service in foreign countries 21 

Importance of cities having service 22 

Postal statistics (table) 23 

Proportion of first-class mail transported by tube 24 

First-class mail actually advanced by tube 24 

Advantages and limitations of pneumatic-tube service 24 

Speed : 24 

Frequency and capacity 26 

Inadequacy (first class) •_ 27 

Other mail than first-class carried by tube 28 

Registered matter by tube 29 

Comparative tonnage 30 

Percentage of tube capacity utilized 30 

Hours of operation 1 31 

Economies effected 32 

Comments of postmasters 32 

Tube-service contracts 35 

Boston 35 

New York and Brooklvn 36 

Philadelphia 37 

Chicago 37 

St. Louis 38 

Summary 39 

Description of pneumatic-tube systems 40 

Variety of machinery in use 42 

Review of ten years' experience 43 

Approximate cost of purchase 45 

Franchises * 46 

Patents 46 

Value of equipment 47 

Company's and committee's estimates 48 

Depreciation 50 

3 



4 TABLE OF CONTENTS. 

Report of subcommittee — Continued. Page. 

Approximate cost of installation 50 

Cost of maintenance and operation 50 

Cost of one year's operation 51 

Company's statements (table) 51 

Excluding taxes, interest, and depreciation (table) 52 

Analysis of operating expenses by systems 53 

Eatio of operating expenses to maximum pay 54 

Annual cost under governmental ownership 55 

Cost under governmental ownership (table) 56 

Relations between Government and municipalities 56 

Tunnels and subways : 57 



APPENDIX. 



Table of postal stations (distance, speed, and frequency): Pa & e - 

Boston, Mass 58 

New York and Brooklyn, N. Y 58 

Philadelphia, Pa 59 

Chicago, 111.. 59 

St. Louis, Mo 59 

Table of postal statistics in — 

Boston, Mass 60 

New York, N. Y 60 

Brooklyn, N. Y * 60 

Philadelphia, Pa 62 

Chicago, 111 62 

St. Louis, Mo 62 

Table giving approximate cost of installing pneumatic-tube systems in cities 

where service is in operation 64 

Table relative to variety of machines in use 65 

Table giving approximate space used by post-offices and mail stations, and 
rental value thereof at — 

Boston and Brooklyn 66 

Chicago 66 

New York 66 

Philadelphia and St. Louis 66 

Recapitulation 67 

Map of — 

Boston system 67 

New York system _ 67 

Brooklyn system 67 

Philadelphia system • 67 

Chicago system 67 

St. Louis system 67 

Letter to mayor of Boston asking for copy of existing laws, ordinances, etc. . . 67 

Letter from corporation counsel of Boston,. with accompanying papers 68 

Letter to mayor of New York asking for copy of existing laws, ordinances, etc. 74 

Letter from mayor of New York, with inclosures 75 

Letter to public service commission, New York 82 

Letter from public service commission, New York 83 

Letter to mayor of Chicago asking for copy of existing lawe, ordinances, etc. . 85 
Letter from postmaster at Chicago inclosing reply of mayor of that city and 

inclosures 86 

Letter to mayor of St. Louis asking for copy of existing laws, ordinances, etc. 98 

Letter from mayor of St. Louis, with inclosures 99 

Report of hearing before subcommittee at New York September 17, 1908, of 

officials of American Pneumatic Service Company 102 

Report of hearing before subcommittee of officials of American Pneumatic 

Service Company, at New York, October 16, 1908 105 

Report of hearing of American Pneumatic Service Company's officials at Bos- 
ton, October 23, 1908 106 

Report of the hearing before subcommittee at Boston — 

Mr. Luke D. Mullin, firm of Coleman Brothers 107 

Letter from Mr. Luke D. Mullin 108 

Mr. Frank A. Snow, of Boston 108 

Mr. Arthur S. Temple and Mr. E. A. Fordyce, United Store Service 

and Tube Company 110 

Cost of operating pneumatic-tube mail service, Boston, Chicago, 

and St. Louis, submitted by Mr. E. A. Fordyce, of Boston 110 

5 



6 • APPENDIX. 

Page. 

Cost of construction, Boston, New York, Chicago, and St. Louis, as submitted 
by Mr. E. A. Fordyce, of Boston Ill 

Letter to United Store Service and Tube Company, Boston, Mass. , as to pneu- 
matic tubes operated by that company 112 

Letter from United Store Service and Tube Company in replying 113 

Letter from United Store Service and Tube Company giving further data 113 

Letter from Mr. W. E. L. Dillaway with regard to his connection with the 
American Pneumatic Service Company and the operation of service in Bos- 
ton, New York, Chicago, and St. Louis 114 

Report of hearing given to Mr. Edwin H. Pearson, chief engineer post-office, 
subtreasury building at Boston 115 

Memorandum relative to a hearing given to Mr. W. E. L. Dillaway, of Boston. 115 

Report of a hearing given Mr. H. A. Brigham, of the firm of Thomas 

Crimmins Contracting Company, New York '. 116 

Estimated cost of constructing 8-inch pipe line per trench foot 117 

Letter from R. D. Wood and Co. relative to cost of bored pipe, etc 120 

Letter from Mr. A. T. Byrne, Brooklyn, civil engineer, relative to cost of in- 
stalling 8-inch pneumatic tube system 121 

Report of hearing of subcommittee at New York at which Mr. Byrne, civil 
engineer was present 121 

United States Pneumatic Company estimate of cost of constructing proposed 

18-inch line 123 

Letter from General Electric Company as to cost of motors 125 

Letter from Messrs. P. H. and F. M. Roots, engineers, with regard to cost of 

construction 125 

Report of hearing before the subcommittee at Philadelphia, Pa., at which 
appeared Mr. W. S. P. Shields, general contractor, and Mr. Henry Birken- 
bine, hydraulic engineer 127 

Letter from the Pennsylvania Railroad Company relative to freight rates on 
iron pipe from Philadelphia, Pa., to Boston, Mass., New York, N. Y., Chi- 
cago, 111., and St. Louis, Mo 130 

Report of hearing before subcommittee at Chicago, 111., at which appeared Mr. 

William H. Lyman 130 

Letter from James Lyman Company, giving cost per trench foot for excava- 
tion, etc 133 

Report of hearing before subcommittee at St. Louis, Mo., at which appeared 
Mr. R. S. Colnon, general contractor 133 

Letter, with inclosures from second secretary of American embassy at Vienna, 
relative to the pneumatic-tube systems of Berlin 136 

Extract from letter with regard to the operation of postal tubes in the Do- 
minion of Canada 139 

Translation of letter with regard to the operation of pneumatic tubes in Berlin . 140 

Extract from Daily Consular and Trade Reports with regard to underground 
electric road in Berlin 140 

Extract from letter relative to the use of pneumatic tubes for the transmission 
of mail in London 140 

Translation relative to pneumatic tubes in Naples, Milan, and Rome 141 

Report relative to the use of pneumatic tubes in Paris; map inclosed and state- 
ments as to the length of routes, etc 143 



Post- Office Department, 
Office of the Postmaster-General, 
Washington, D. C, December 15, 1908. 
Sir: In compliance with the authorization and direction of the 
provision of the act of May 27, 1908, making appropriations for the 
service of the Post-Office Department for the fiscal year ending June 
30, 1909 (30 Stat. L., chap. 206, p. 412), to investigate and report 
to Congress not later than January 1, 1909, the feasibility and desira- 
bility of the Government purchasing or installing the equipment for 
pneumatic-tube service, and thereafter operating the same in the 
cities where such service is now in operation, and also ascertain and 
report the approximate cost of purchase and likewise of installation 
and the cost of maintenance and operation, I have the honor to sub- 
mit herewith, for the information of the Congress, a report of the 
results of the investigation, the conclusions of which I approve. 
Very respectfully, 

G. v. L. Meyer, 

Postmaster-General. 
The Speaker of the House of Representatives. 



Post-Office Department, 
Washington, D. C, December 10, 1908. 
The Postmaster-General. 

Sir: The undersigned, constituting a commission appointed by 
your order No. 1495, of June 19, 1908, to investigate and advise you 
as to the feasibility and desirability of the Government purchasing 
or installing equipment for pneumatic-tube service and thereafter 
operating the same in the cities where such service is now in opera- 
tion, etc., have performed the duties as set forth in your order, and 
beg to respectfully submit the following report : 

The commission held a meeting at Washington on September 14 for 
the purpose of organization and laying out a programme of action. 
At this meeting it was decided, after careful consideration, to appoint 
a subcommittee to investigate and procure the necessary data relating 
to the pneumatic-tube service. This subcommittee consisted of Joseph 
Stewart, superintendent of the division of railwa}^ adjustments; 
V. J. Bradley, superintendent of Railway Mail Service ; E. M. Norris. 
assistant superintendent of the division of salaries and allowances; 
and J. M. Masten, assistant superintendent of Railway Mail Service. 
This subcommittee has prosecuted its labors thoroughly and as speed- 
ily as the circumstances would permit, and their report, which is for- 
warded herewith, is believed to be a complete and thorough exposition 
of all phases of the subject necessary for an understanding of the 
relation of pneumatic-tube service to other classes of mail transporta- 
tion and for the determination of the questions which you have 
referred to this commission for advice and recommendation. 

7 



8 PNEUMATIC -TUBE SERVICE FOR THE MAILS. 

Their report is necessarily lengthy because of the importance of 
the subject and because of the many details which had to be consid- 
ered and estimated, and from its nature it is difficult to do it justice 
in a brief summary of the essential parts; but the following resume 
will at least be helpful for a ready, if not a complete, understanding 
of the material presented. 

SUMMARY. 

1. BRIEF HISTORY. 

The use of pneumatic tubes in the United States mail service com- 
menced experimentally in 1893 with about one-half mile of service in 
Philadelphia, and continued unchanged until 1898, when about 8 
miles of service went into operation in Philadelphia, Boston, and 
New York. By 1905 this had grown to about 26 miles, Chicago and 
St. Louis being added to the cities first mentioned. 

On July 1, 1908, there were 31 miles in operation in the five cities. 
Since July 1 an extension has been made in .Brooklyn and several 
extensions have been made in New York city, making the total 
mileage on November 10 about 42^ miles. At the present time there 
is under contract new service representing about 22 miles additional, 
thus making a total, present and prospective, of about 64J miles. The 
annual outlay for the 42^ miles in operation is about $724,000. The 
total prospective outlay for the 64 J miles will be about $1,089,000. 

2. FOREIGN COUNTRIES. 

The pneumatic-tube service abroad was established primarily in 
connection with the telegraph systems in the various cities of Great 
Britain, France, Germany, and Austria, but it appears also to be 
used for the transmission of special-delivery letters in Paris, Berlin, 
and Vienna. These tubes are 3 inches or less in diameter. There 
seems to be no country outside of the United States which uses tubes 
for the transmission of first-class mail generally. 

3. IMPORTANCE OF AMERICAN CITIES IN WHICH PNEUMATIC-TUBE SERVICE 
IS NOW PROVIDED. 

It is shown that the combined postal revenues collected during the 
fiscal year ended June 30, 1908, at the six post-offices in Boston, New 
York, Brooklyn, Philadelphia, Chicago, and St. Louis was nearly 
$51,000,000, this being about 27 per cent of the entire postal receipts 
of the country. The first-class mail originating in these cities is 
about 27 per cent of the first-class mail originating in the United 
States, amounting to about 8,000,000 pieces daily. The special- 
delivery matter delivered at these offices last year was over 4,000,000 
pieces, this being about 30 per cent of all such matter delivered in 
the entire country. The first-class mail of local origin for local de- 
livery — a very profitable class of matter — amounted to 2,629,000 
pieces daily, this being about 31J per cent of the total first-class mail 
of these cities. The subcommittee estimates a profit to the postal 
service of about $9,000,000 per annum from this mail alone. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 9 

4. PROPORTION OF THE FIRST-CLASS MAIL TRANSMITTED BY TUBE. 

This was, in the cities mentioned, about 46 per cent of all first-class 
mail dispatched and about 43£ per cent of all first-class mail received. 
Out of a total of nearly 16,000,000 pieces dispatched daily, 1,835,000 
pieces, or about 11 per cent, is said to have been actually advanced 
in dispatch because of the tube service, and of about 14,000,000 pieces 
of first-class mail received daily at these offices, 787,000, or about 10.6 
per cent, is said to have been actually advanced by tube service over 
other means. The average cost per piece actually advanced is com- 
puted to be less than one-tenth of a cent (six-tenths of 1 mill). 

5. ADVANTAGES AND LIMITATIONS OF PNEUMATIC-TUBE SERVICE. 

Speed. — In regard to the contract speed of 30 miles per hour be- 
tween any two postal stations, it appears that this is maintained in 
practice, but it is pointed out that between far-distant points on long 
sections there is a possibility of losing much of this advantage be- 
cause of the necessity of rehandling the tube carriers at intermediate 
stations. The extreme reduction of speed in any one instance was 
from 30 to about 15 miles per hour. 

Frequency and capacity. — As regards frequency and capacity, it 
appears that the frequency of dispatches by tube carriers for twenty 
hours of operation is about 4,800 times daily in one direction, this 
being far more frequent than the previous service by wagons or street 
cars. While this frequency is obtained for moderate quantities of 
mail, when heavy mails of sudden accumulation are ready for dis- 
patch — say, 1,000 pounds, or 50,000 letters, per hour — the entire load 
can be moved more advantageously and economically by wagon or 
other means, while the pneumatic tube would be used for the supple- 
mental dispatch which could not be accomplished by any other means. 

Inadequacy. — There are reported several instances wherein the 
pneumatic-tube service is not capable of conveying the maximum 
quantities of first-class mail to or from railroad depots in connection 
with a few of the most important postal-car trains, and it is sug- 
gested that those cases could best be dealt with by wagons or automo- 
biles, thus reserving the tube for supplementary mail. 

Headway. — The closest interval between tube carriers originally 
expected to be six seconds is now thirteen to fifteen seconds, so that 
the total number of letters dispatched one way per hour is rated at 
108,000 instead of, as in the early days, 360,000. 

Other use of the tube. — Outside of the first-class mail, instances 
are reported where second, third, and fourth-class mail, and also 
registered matter, is dispatched between city postal stations, but the 
total quantity is extremely small in comparison with the amount of 
first-class mail transported. 

Constant availability. — This feature of the tube service is com- 
mented upon very favorably, being an especially valuable factor in 
connection with special-delivery mail, and also local first-class mail 
for local delivery. 

Standard, of economical system. — The opinion is quoted of the 
chief mechanical expert on pneumatic-tube questions that the stand- 
ard of mechanical efficiency is best represented by a tube 8 inches in 
diameter rather than by one of larger diameter, and that the speed 



10 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

of 30 miles per hour represents the maximum speed of economical 
efficiency, and it is desirable to reduce this speed whenever it is not 
essential. 

6. PERCENTAGE OF TUBE CAPACITY UTILIZED. 

On account of the capacity of the tube being invariable, while the 
accumulation of mail is principally in the later hours of the busi- 
ness day, the full capacity is by no means employed. The maximum 
use appears in New York City, where the heaviest section shows 66.6 
per cent daily, while the smallest use is shown on one section in Bos- 
ton, 2.2 per cent, and one section in Philadelphia, 2.75 per cent. 
Upon the total mileage covered in the report (36 miles) over 10 per 
cent of the tube capacity is used daily on about 20 miles, and less 
than 10 per cent on 16 miles. 

Hours of operation. — The period of operation in all the cities is 
nineteen or twenty hours daily, with a few exceptions as to par- 
ticular sections. On Sundays the period varies from five to twelve 
hours. 

Economies effected. — In connection with the present expenditure 
of about $724,000 per annum for the tube service, it is pointed out 
that there have resulted economies by a discontinuance or reduction 
of other transportation services to an amount estimated at about 
$97,000 per annum. 

7. COMMENTS OF POSTMASTERS IN REFERENCE TO THE GENERAL DESIRABIL- 
ITY OF THE PNEUMATIC-TUBE SERVICE. 

These are quoted at length in the subcommittee's report. 

8. TUBE-SERVICE CONTRACTS. 

While there is a separate incorporated company in each of the 
cities which contracts with the Post-Office Department for the per- 
formance of pneumatic-tube service, there are, in fact, only two com- 
panies in control of the contracting companies, viz, the American 
Pneumatic Service Company, of Boston, which is the parent com- 
pany for those operating in Boston, New York, Brooklyn, Chicago, 
and St. Louis, and the Pneumatic Transit Company as regards Phila- 
delphia. These two companies operate jointly under the patents of 
the American Pneumatic Service Company and of the Batcheller 
Pneumatic Tube Company, under a partition of territory. 

The existing contracts for pneumatic-tube service will not expire 
until June 30, 1916. 

9. A DESCRIPTION OF PNEUMATIC-TUBE SYSTEMS. 

A mechanical description is given detailing the method of opera- 
tion and the different machinery employed. 

10. UNNECESSARY VARIETY OF MACHINERY IN USE. 

It is pointed out that while there should be but one standard form 
of receiver and of transmitter, there are found at present 10 differ- 
ent types of receivers, 7 different types of transmitters, and 9 differ- 
ent types of compressing machinery, besides several varieties of mo- 
tive-power engines, those being also partly electric and partly steam. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 11 

This criticism has very little application to Philadelphia, where the 
machinery is almost entirely uniform in style and character. 

Tube carriers. — It appears that an acceptable standard of carrier 
has yet to be developed, and it is pointed out that the unavoidable 
violence to the carriers when in use causes a very heavy item of ex- 
pense in operation, ranging from $14 to $20 per annum per carrier, 
although the original cost of an 8-inch carrier is $20. 

11. APPROXIMATE COST OF PURCHASE. 

The report shows that the companies are willing to sell their prop- 
erty to the Government. The American Pneumatic Service Com- 
pany has offered to have the price fixed by agreement with the Gov- 
ernment, or, failing in that, by arbitration. The total cost of the 
American Company's systems, rating at par the stock and bonds 
issued for construction or purchase, is given as $7,093,557.69, and in 
reply to a question as to the actual cost, the company says that from 
its books it appears to be $5,526,822.43. The Pneumatic Transit 
Company of Philadelphia states the total cost of its system, includ- 
ing some mileage yet to be finished, as $1,390,000, and in response to 
a question as to the actual cost, they give the amount as $601,730 for 
original construction. Combining the figures just quoted from both 
companies, the highest price fixed would be $8,483,557.69, of which 
$6,128,552.43 is stated by the companies as representing the actual 
cost to them of the original systems. The figures just given are for 
a total of 48.09 miles. 

The American Pneumatic Service Company was requested to state 
in detail the cost of constructing their systems at the present 
time. In response they submitted an estimate from their chief en- 
gineer as to the cost of reproducing their systems. The estimate was 
on the basis of 39.88 miles, and totaled $2,966,534.18 The subcom- 
mittee made an independent estimate, after consulting with con- 
tractors and manufacturers, and on the basis of 37.04 miles reached 
the conclusion that the cost of construction at the present time would 
be $2,486,536. The subcommittee's estimate shows an average of 
$67,131 per mile, as compared with the estimate of the company's 
engineer of $74,367 per mile. The subcommittee estimated for the 
Philadelphia system, on a basis of 6.02 miles, that it would cost to 
construct at the present time $389,174 ($64,647 per mile), in compari- 
son with the Pneumatic Transit Company's statement of actual cost, 
already quoted, of $601,730 ($73,292 per mile) . 

Combining these figures, we find the following results : 

Maximum cost of purchase as stated by compauies (48.09 miles) _ $8, 483, 557. 69 

Actual cost as stated by companies (48.09 miles) 6,128,552.43 

Subcommittee's estimate of cost of construction (43.06 miles) __ 2,875,710.00 

12. COST OF MAINTENANCE AND OPERATION. 

The annual cost of operation as stated by the companies ranges 
from $13,375 in Philadelphia to $15,610 in New York, but these fig- 
ures do not include allowance for taxes and interest, and there is no 
allowance in Xew York for depreciation. 

The subcommittee estimates that the annual cost of operation under 
government ownership, including the cost of future depreciation and 
conditioned upon the companies first making good the accrued depre- 



12 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

ciation, would range from $12,879 in Chicago to $15,951 per annum in 
New York. In these amounts, however, the subcommittee explains 
that it has not included any annual interest charge on the cost of in- 
stallation as computed by them, which sum would represent the 
Government's investment if the purchase were made at that price. 

If the purchase were made at the higher prices, i. e., at either 
of the amounts mentioned by the companies, an interest charge of 3 
per cent is included, in order that the surplus, which does not repre- 
sent the actual value of any physical property, should be accounted 
for in some way in the presentation of the question. 

13. RELATIONS WITH MUNICIPALITIES. 

Circumstances prevented this subject from being exhaustively con- 
sidered, but there would seem to be no serious obstacle or difficulty 
to prevent harmonious cooperation between the General Government 
and the municipalities if the Government sought to operate directly 
the pneumatic tubes in the cities where they are now operated. 

14. TUNNELS AND SUBWAYS. 

It is possible that in the future construction of passenger subways 
and tunnels in cities it may be feasible to lay pneumatic tubes more 
cheaply than heretofore, but the present outlook presents no immedi- 
ate opportunity of material economy in this direction. 

CONCLUSIONS. 

The conclusions reached by the commission are as follows : 

1. The pneumatic ; tube service is a very important auxiliary for 
the rapid transportation of first-class mail in the most important cit- 
ies, and performs a function not at present obtainable by other means. 

2. Its constant availability makes it particularly appropriate for 
special-delivery mail; for all first-class mail of local origin for local 
delivery; for supplementary closings of first-class mail for dispatch 
by train; and for advance dispatches of first-class mail from trains 
for city delivery. 

3. When established, it should also be employed, as far as possible 
and economically, for the transportation of other mail. 

4. Registered mail should be sent by tube whenever security and 
celerity can be combined in practice. 

5. Mechanically, the tube service appears to be still in an experi- 
mental condition, although considerable progress has been made 
toward the development of a fixed standard of machinery. 

6. With the above reservation the regularity and efficiency of the 
tube service is commendable. 

7. As the present contracts call for the installation of 64^ miles of 
tube lines and as only 42J miles are at present in operation, the tube 
companies should be required to complete their contracts without 
undue delay, in order that the effect of full and complete systems 
toward increasing the special-delivery and other first-class mail may 
be ascertained by the department from actual experience. 

8. The present contracts under which the tube companies are per- 
forming mail service will not expire until June 30, 1916 — almost 
eight years hence. During that period there should be ample oppor- 
tunity for the companies to perfect the systems and for the Post- 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 13 

Office Department to observe the effect upon the postal service. Fur- 
ther, during that period it is jDossible that other methods of transpor- 
tation will be developed or improved so as to change entirely the 
outlook as it now appears. Five or six years hence, we believe, it 
will be advisable to renew the consideration of the question of gov- 
ernment ownership. 

9. In view of the foregoing, we consider it appropriate to advise 
you that, in our opinion, it is not feasible and desirable at the present 
time for the Government to purchase, to install, or to operate the 
pneumatic tubes, and this is our unanimous judgment. 

Pneumatic Tube Commission: 

Daniel A. Campbell, 
Postmaster, Chicago, III. 
George H. Roberts, 
Postmaster, Brooklyn, N . Y. 
E. C. Mansfield, 
Postmaster, Boston, Mass. 
Frank Wyman, 
Postmaster, St. Louis, Mo. 
Joseph Stewart, 
Second Assistant Postmaster-General. 

V. J. Bradley, 
Superintendent Railway Mail Service. 
E. M. Norris, 
Assistant Superintendent Division of Salaries and Allowances. 

J. M. Masten, 
Assistant Superintendent Railway Mail Service. 



REPORT OF SUBCOMMITTEE. 

Post-Office Department, 

Washington, December 8, 1908. 
The Pneumatic Tube Commission, 

Washington, D. C. 
Gentlemen : The subcommittee designated by your commission at 
the first meeting of September 14, 1908, to investigate and procure all 
necessary data relating to the pneumatic-tube mail service has com- 
pleted its labors and submits the following report : 

INTRODUCTORY. 

The Postmaster-General's Order No. 1495, of June 19, reads as 
follows : 

Ordered, That Daniel A. Campbell, postmaster of Chicago, 111.; E. C. Mans- 
field, postmaster of Boston, Mass. ; George H. Roberts, postmaster of Brooklyn, 
N. Y. ; Frank Wyman, postmaster of St. Louis, Mo. ; Joseph Stewart, Superin- 
tendent Division of Railway Adjustments; V, J. Bradley, Superintendent 
Railway Mail Service; E. M. Norris, Assistant Superintendent Division of 
Salaries and Allowances ; J. M. Masten, Assistant Superintendent Railway Mail 
Service; and Alfred Brooks Fry, chief engineer and superintendent of repairs, 
United States public buildings, New York, N. Y., be, and are hereby, appointed 
a commission of experts to investigate and advise the Postmaster-General as to 
the feasibility and desirability of the Government purchasing or installing the 
equipment for pneumatic-tube service and thereafter operating the same in the 
cities where such service is now in operation, and also ascertain and report the 
approximate cost of purchase and likewise of installation and the cost of 
maintenance and operation, in order that the Postmaster-General may report to 
Congress not later than January 1, 1909, as provided by the act of Congress 
approved May 27, 1908; and that the actual and necessary expenses of Post- 
Office Department and postal officials in connection therewith be paid. 

The order substantially repeats the provision of law contained in 
the post-office appropriation bill approved May 27, 1908, reading as 
follows : 

And the Postmaster-General is hereby authorized and directed to investigate 
and report to Congress not later than January first, nineteen hundred and 
nine, the feasibility and desirability of the Government purchasing or installing 
the equipment for pneumatic-tube service, and thereafter operating the same 
in the cities where such service is now in operation, and also ascertain and 
report the approximate cost of purchase and likewise of installation and the 
cost of maintenance and operation. 

The subcommittee found it necessary to devote about two months' 
time to the work of investigation. This included an actual inspection 
of the pneumatic-tube system in each of the cities, and discussion with 
postal officials in each of these cities as to the work performed, and 
the comparative efficiency of the tube service, and explanation of 
the statistical reports that were desired. In addition to this, inter- 

°Afterward became Second Assistant Postmaster-General. 
14 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 15 

views were had with contractors to obtain, if possible, estimates re- 
garding the cost of excavation, laying pipes, and of construction 
work similar to that involved in installing pneumatic tubes. Inter- 
views were also had with the officials of the tube-operating com- 
panies under contract with the department and with any others who 
appeared to be able to give information of value. Conferences were 
also had, partly by personal interview and partly by correspondence, 
with municipal authorities in order to secure an expression of opin- 
ion as to the relations which would exist between the United States 
Post-Office Department and the several cities in the possible event of 
government ownership and operation of the pneumatic-tube systems. 
A great deal of data pertinent to the subject was thus collected, 
and all that is believed to be of value for a proper understanding of 
the case is submitted in this report, either as original documents or 
in tabulated form to permit of easy reference and comparison. 

BRIEF HISTORY OF PNEUMATIC-TUBE MAIL SERVICE, 1892-1908. 

The use of pneumatic tubes in the United States for the general 
transmission of first-class mail is believed to be unique, and it is 
therefore interesting, as well as valuable, to trace briefly the develop- 
ment of the system. 

In foreign countries pneumatic tubes of small diameters (say 2J to 3 
inches) had been used for the transmission of telegrams, and in some 
instances for the transmission of special-delivery letters or cards. In 
the United States there were also some instances in commercial busi- 
ness of pneumatic tubes of similar dimensions for like purposes and 
for comparatively short distances. The first installation of a large 
tube for postal purposes was made in 1893 in Philadelphia, Pa., this 
being a 6-inch tube, and it is said that the problems connected with 
its operation were entirely different from those solved in the use of 
the tubes of smaller diameter. This 6-inch tube was in operation for 
about four years before the installation of 8-inch tubes was com- 
menced. There has been a constant employment of inventive in- 
genuity during the past fifteen years to improve the mechanical 
operation of these larger systems. The chronology of the pneumatic- 
tube mail service is briefly given as follows : 

1892. — Annual Report of Postmaster-General Wanamaker an- 
nounces that he was able to secure an item of $10,000 in the last ap- 
propriation bill for experiments with pneumatic tubes, and that in 
response to advertisements eight proposals were submitted, of which, 
however, only one proved practicable for immediate testing. The 
Pneumatic Transit Company of New Jersey is already putting down 
tubes in Philadelphia between the general post-office and the East 
Chestnut Street Postal Station, to be completed soon after December 
1, 1892. He is informed that the company is at an expense of $25,000, 
and the Post-Office Department can try the system for one year with- 
out expense, and may then rent, purchase, or reject it without incur- 
ring any liability. 

1893. — March 1. — Use of Philadelphia 6-inch tube, as above de- 
scribed, commenced this date for the transmission of mail experi- 
mentally. 

1894. — March 1. — Commencing this date Post-Office Department 
pays for the use of the Philadelphia tube, the terminus of which has 



16 PNEUMATIC-TUBE SEEVICE FOR THE MAILS. 

been removed from the East Chestnut Street Station to the Bourse 
Building. Total distance, 0.55 mile; annual pay $4,000. This was 
reduced, commencing March 1, 1895, to $3,450 per annum. 

1895. — Annual Report of Second Assistant Postmaster-General in- 
timates that arrangements may soon be feasible for an experimental 
tube or mechanical appliance between the New York general post- 
office and the Forty-second Street Depot and between New York and 
Brooklyn. He remarks that this will be very desirable on account of 
the heavy tonnage between the points named and the present ex- 
pense of transporting the mails between these points. 

1896. — Appropriation bill for fiscal year ended June 30, 1897, in 
the allowance for " Mail messenger service," provides that a sum not 
exceeding $35,000 may be used for the transportation of mails by 
pneumatic tubes or other similar devices. 

Report of Second Assistant Postmaster-General states that 24-inch 
or 36-inch tubes are not practicable on account of construction diffi- 
culties and expense, but that a 10-inch tube with 8-inch carriers 
would relieve the department of 65 to TO per cent of trips now made 
by wagons. He remarks that prospects seem favorable for early con- 
tracts in New York, Philadelphia, and Boston, and that it is possi- 
ble that a proposition may be received from New York City for 
pneumatic-tube service over almost the entire island, in which event 
he would ask that Congress change the amount of money which is 
now paid for regulation wagon service in New York City to the 
pneumatic-tube fund, " as the establishment of the tube service would 
practically do away with wagon service in New York City." He 
recommends that $50,000 be appropriated to succeed the present ap- 
propriation of $35,000. 

1897. — The appropriation bill for the year ended June 30, 1898, per- 
mits of the expenditure of $150,000 (out of mail-messenger fund) for 
transportation of mail by pneumatic tube or other similar device. In 
pursuance of this, contracts were made for service in Philadelphia, 
Brooklyn, New York, and Boston, all contracts contemplating 8-inch 
tubes, carriers to be 6$ by 21 inches, to be dispatched at intervals of 
six seconds. The Second Assistant Postmaster-General estimates that 
each carrier will hold about 600 ordinary letters, making a capacity 
of 360,000 per hour each way. 

October 15. New York, N. Y. — Tube service began this date, gen- 
eral post-office to Station P, 0.7 mile. 

December W. Boston, Mass. — Tube service began this date from 
general post-office to North Union Station, 0.74 mile. 

1898. — February 26. New York, N. Y. — Tube service began this 
date, general post-office to Station P, 0.7 mile. 

March 10. Philadelphia, Pa. — Contract made this date for re- 
newal of service on 6-inch line, general post-office to Bourse Station, 
0.52 mile, at $17,600 per annum. 

April 7. Philadelphia, Pa. — General post-office to Broad Street 
Station tube service commenced this date, 0.94 mile, $16,966 per 
annum. Reading Terminal not yet connected. 

August 1. Brooklyn, N. Y. — Tube service began this date between 
New York general post-office and Brooklyn general post-office, 1.65 
miles. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 
Pneumatic-tube service in operation August 1, 1898. 



17 



City. 


Termini. 


Length. 


Annual rate. 


Rate per 
mile. 




General post-office to North Union Station.. 
(New York general post-office to Brooklyn 
general post-office. 


Miles. 
0.74 
1.65 

1 4.20 

.52 
.94 


a $17, 055. 00 
6 20,200.00 

c 176, 099. 70 

d 17,965. 00 
16,966.00 


$23,047 


New York, N. Y 


12,242 


Philadelphia, Pa 


1 General post-office to Stations D, Madison 
I square and F to H. 

[General post-office to Bourse Station 

{General post-office via Reading terminal to 
( Broad Street Station. 


41,928 

34,548 
18,048 


Total 


8.05 


248,285.70 


30,842 









" Includes steam power. $8,055. 

"Includes labor, $6,200. 

c Includes labor, $10,000; steam power, $15,044.70; and 2 engineers, $2,555. 

d Includes steam power. 

The post-office appropriation bill for the year ended June 30, 1899, 
prohibited any new contracts for pneumatic- tube service. (This 
prohibition continued until June 30, 1901.) 

1899 to 1901. 

Pneumatic-tube service in operation June 30, 1899, 1900, and 1901. 



City. 


Termini. 


Length. 


Annual rate. 


Rate per 
mile. 




General post-office to North Union Station . . 
[New York general post-office to Brooklyn 
general post-office. 


Miles. 
0.74 
1.65 

I 4.20 

.52 
.94 


$9,000 
a 20, 200 

& 158,500 

17,600 

16,966 


$12, 162 
12,242 


New York, N. Y. . 


Philadelphia, Pa 


General post-office to Stations D, Madison 
1 square and F to H. 

(General post-office to Bourse Station 

\ General post-office via Reading terminal to 
I Broad Street Station. 


37,738 

33,846 
18,048 


Total 


8.05 


222,266 


27,610 







1 Includes $6,200 for labor. 



b Includes $10,000 for labor. 



Congress omitted to make any appropriation for pneumatic-tube 
service for the fiscal year ended June 30, 1902, hence all of this service 
was discontinued and the tubes not operated from July 1, 1901, to 
June 30, 1902, inclusive. In lieu of an appropriation Congress di- 
rected an investigation by the Postmaster-General as to the cost of 
construction and operation and the utility of a system of pneumatic 
tubes, etc., to enable Congress to determine whether to own, lease, 
extend, or discontinue. 

RECOMMENDATIONS BY COMMITTEE OF EXPERTS. 1901. 

1901. — January 4- — Report this date by Postmaster-General to Con- 
gress, as directed, representing an investigation of the pneumatic-tube 
service by local postal officials, this result being revised by a general 
committee of postal officials, and this result finally passed upon by 
a commission of seven outside experts representing men of high com- 
mercial and engineering ability. The final committee of experts pre- 
sented a number of positive conclusions, among which the following 
are the most important : 

H. Doc. 1220, 60-2 2 



18 PNEUMATIC-TUBE SEEVICE FOR THE MAILS. 

1. They found the new method of mail transportation to be a 
valuable and mechanically successful system, practically adapted in 
an admirable manner to the purposes of the Post-Office Department 
and of great advantage to the business interests of the country in 
facilitating mail transmission. 

2. They believed that the cost of pneumatic service could be re- 
duced somewhat, and very considerably reduced with the further 
progress of improvement. 

3. They declared that ownership by the Government is considered 
desirable whenever the systems adopted have passed the experimental 
stage. 

4. As regards renewing contracts or making new contracts they 
suggest that an option of later acquirement be included and that such 
acquirement be by appraisal by experts of all property and all patent 
rights applicable to the contract, or at a stated figure. 

5. They advised the retention of all previously established pneu- 
matic-tube service in Boston, New York (including the New York 
and Brooklyn line), and Philadelphia, 8.05 miles; and recommend 
the following additional mileage: 

Miles. 

New York City :__ 18.00 

Chicago 8. 78 

Philadelphia l 6. 19 

Boston . 70 

St. Louis 3. 16 

Total 36. 83 

This making a grand total of both old and new service of about 
44.88 miles. 

LAW OF APRIL 21, 1902. 

1902 — April 21. — The post-office appropriation bill approved this 
date for the year ended June 30, 1903, contained the following pro- 
vision : 

For the transmission of mail by pneumatic tubes or other similar devices, 
five hundred thousand dollars, or so much thereof as may be necessary; and 
the Postmaster-General is hereby authorized to enter into contracts for a 
period not exceeding four years, after public advertisement once a week for 
a period of six consecutive weeks in not less than five newspapers, one of which 
shall be published in each city where the service is to be performed. That the 
contracts for this service shall be subject to the provisions of the postal laws 
and regulations relating to the letting of mail contracts, except as herein other- 
wise provided, and that no advertisement shall issue until after a careful in- 
vestigation shall have been made as to the needs and practicability of such 
service and until a favorable report, in writing, shall have been submitted to 
the Postmaster-General by a commission of not less than three expert postal 
officials, to be named by him ; nor shall such advertisement issue until in the 
judgment of the Postmaster-General the needs of the postal service are such 
as to justify the expenditure involved. Advertisements shall state in general 
terms only the requirements of the service and in form best calculated to invite 
competitive bidding. 

That the Postmaster-General shall have the right to reject any and all bids; 
that no contract shall be awarded except to the lowest responsible bidder, 
tendering full and sufficient guaranties, to the satisfaction of the Postmaster- 
General, of his ability to perform satisfactory service, and such guaranties 
shnll include an approval bond in double the amount of the bid. 

That no contract shall be entered into in any city for the character of mail 
service herein provided which will create an aggregate annual rate of expendi- 
ture, including necessary power and labor to operate the tubes, and all other 
expenses of such service in excess of four percentum of the gross 
revenues of said city for the last preceding fiscal year. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



19 



That no contract shall be made in any city providing for three miles or more 
of double lines of tube, which shall involve an expenditure in excess of seven- 
teen thousand dollars per mile per annum, and said compensation shall cover 
power, labor, and all operating expenses. 

That the Postmaster-General shall not, prior to June thirtieth, nineteen 
hundred and four, enter into contracts under the provisions of this act involv- 
ing an annual expenditure in the aggregate in excess of eight hundred thousand 
dollars ; and thereafter only such contracts shall be made as may from time to 
time be provided for in the annual appropriation act for the postal service ; 
and all provisions of law contrary to those herein contained are repealed. 

Under this act contracts were made for service covering mileage 
of double lines of tubes in cities as f ollows : 

Miles. 

Boston 5. 44 

New York 24. 653 

Philadelphia 7. 642 

Chicago 8.70 

St. Louis 3. 16 

Total 49.595 

1903. — During this fiscal year pneumatic-tube service was resumed 

in Boston, New York, and Philadelphia (8.05 miles), and extended 

so that on June 30, 1903, there was an aggregate in the three cities 

in operation of 12.495 miles. 

1904. — Congress, in post-office appropriation bill approved March 

3, 1903, appropriated " for transmission of mail by pneumatic tubes 

or other similar devices, $800,000." 

RECOMMENDATIONS OF COMMITTEE OF 1905. 



1905. — Congress, in post-office appropriation bill approved April 
23, 1904, appropriated - for transmission of mail by pneumatic tubes 
or other similar devices $500,000, from which sum may be paid 
amount necessary to fulfill the existing contract for service in 
Boston." 

Under date of October 4, 1905, a commission of three expert postal 
officials, appointed by Postmaster-General's order of November 15, 
1904. to carefully investigate the' needs and advisability of extend- 
ing the pneumatic-tube service submitted its report with the follow- 
ing recommendations for additional mileage : 



City. 


In opera- 
tion Oct. 1, 
1905. 


Additional 
recom- 
mended. 


Total. 




Miles. 


Miles. 
2.06 


Miles. 
2.06 




6.89 


6.89 


Brooklyn, N. Y 


3.94 
8.814 
2.290 
2.280 
18.61 
6.242 
1.90 
1.25. 
1.62 


3.94 




8.88 


17. 694 




2.29 






2.28 




6.853 
1.382 


25. 463 




7.624 




1.90 




2.09 


3.34 




1.62 








Total 


26. 095 


49. 006 


75. 101 







1906. — Congress, in post-office appropriation bill approved March 
3, 1905, for the fiscal year ended June 30, 1906, appropriated " for 
transmission of mail by pneumatic tubes or other similar devices, 
$500,000." 



20 



PNEUMATIC-TUBE SEKVICE FOB THE MAILS. 



1907. — Congress, in post-office appropriation bill approved June 26, 
1906, for the fiscal year ended June 30, 1907, appropriated " for the 
transmission of mail by pneumatic tubes or other similar devices, 
$900,000, and the Postmaster- General is hereby authorized to enter 
into contracts not exceeding in the aggregate $1,250,000 under the 
provisions of law, for a period not exceeding ten years; provided 
that said service shall not be extended in any cities other than those 
in which the service is now under contract under authority of Con- 
gress, except the Borough of Brooklyn of the city of New York, and 
the cities of Baltimore, Md. ; Cincinnati, Ohio ; Kansas City, Mo. ; 
Pittsburg, Pa., and San Francisco, Cal." 

1908. — Congress, in post-office appropriation bill approved March 
2, 1907, appropriated " for the transmission of mail by pneumatic 
tubes or other similar devices, $1,250,000, and the Postmaster- General 
is hereby authorized to enter into contracts not exceeding in the ag- 
gregate $1,388,759 under the provisions of the law for a period not 
exceeding ten years ; provided that said service shall not be extended 
in any cities other than those in which the service is now under con- 
tract under the authority of Congress, except the Borough of Brook- 
lyn of the city of New York, and the cities of Baltimore, Md. ; Cincin- 
nati, Ohio; Kansas City, Mo.; Pittsburg, Pa., and San Francisco, Cal. 

1909. — Congress, in the post-office appropriation bill approved May 
27, 1908, for the fiscal year ended June 30, 1909, provides " for the 
transmission of mail by pneumatic tubes or other similar devices, 
$1,000,000 ; and the Postmaster-General is hereby authorized to enter 
into contracts not exceeeding in the aggregate $1,388,759 under the 
provisions of the law for a period not exceeding ten years." 

The extent of pneumatic-tube service in operation on June 30 in 
each year from 1893 to 1908 is briefly set forth in the following table : 
Growth of pneumatic-tube service, 1893-1908. 



Fiscal 


Pneumatic-tube service in operation, etc., in— 


Total 

length. 


Total 
pay per 

annum. 


Rate per 
mile. 


year 

ending 
June 30— 


Philadel- 
phia. 


Boston. 


Yorl CUeago. 


St. Louis. 
Miles. 


Brook- 
lyn. 

Miles. 


1893 .. . 


Miles. 

(a) 
0.55 
.55 
.55 
.55 
1.46 
1.46 
1.46 
1.46 
( & ) 
1.382 
1.382 
1.382 
4.002 
3.9 
6.022 


Miles. 


Miles. J Miles. 


Miles. 

0.55 

.55 

.55 

.55 

.55 

8.05 

8.05 

8.05 

8.05 

(») 

12. 495 

15. 125 

26. 095 

28. 715 

26.542 

31. 3338 






1894 










$4,000 

3,450 

3,450 

3,450 

232, 085 

222,266 

222, 266 

222, 266 

(») 
201,095 
218, 470 
401,023 
445, 563 
451,219 
532, 679 


$7,272 
6,200 
6,200 


1895. . . 










1896 










1897 










6,200 
28, 830 
27,610 
27, 610 
27, 610 


1898 


0.74 

.74 

.74 

.74 

( 6 ) 

4.26 

6.89 

6.89 

6.89 

6.652 

6.652 


5.85 
5.85 
5.85 
5.85 

6.853 

6.853 

6.853 

6.853 

7 

9. 3998 








1899 








1900 








1901 








1902 

1903 


( b ) 


( 6 ) 


(*) 


16, 094 


1904 








14, 444 
15,367 


1905. 


8.88 
8.88 
7.31 
7.41 


2.09 
2.09 

1.68 
1.85 




1906 




15, 516 


1907 




17,000 
17,000 


1908 













1908 extensions: Miles. 

Brooklyn, August 14, general post-office to Station L 1. 35 

New York — 

July 15, Station O to Station E 1. 1704 

September 21, Station E to Times square 1. 1739 

October 3, Times square to Station G 1. 1719 

November 6, Station G to Station N 1. 4351 

November 6, Station N to Station W 9635 

November 6, Station W to Station J 2. 6174 

November 6, Station J to Station L 9522 

November 9, general post-office to Hudson terminal 4214 

Totals for 1908: Length, 42.5896 miles; pay per annum, $724,023; rate per mile, $17,000. 

"March 1, general post-office to East Chestnut Street Station (experimental). 
b No appropriation ; all service discontinued. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 21 

MILEAGE CONTRACTED FOR AND UNDER OPERATION NOVEMBER 10, 1908. 

The appropriation for the current fiscal year is $1,000,000 and con- 
tracts are permitted for a total of $1,388,759. The service in opera- 
tion November 10, 1908, represents an approximate annual rate of 
$724,028. The service contracted for represents an annual rate of 
about $1,089,171.09. The details are shown approximately in the fol- 
lowing table: 



City. 


Contractor. 


Total service con- 
tracted for. 


Total service in opera- 
tion November 10, 
1908. 


Yet to 

be 
built. 




Length. 


Annual pay. 


Length. 


Annual pay. 




Boston Pneumatic 
Transit Co. 

New York Pneumatic 

Service Co. 
do 

Pneumatic Transit Co. 

Chicago Postal Pneu- 
matic Tube Co. 


Miles. 

6.652 

27.31 

1.35 
8.21 
17. 563 

3.47 


$113,089.14 

464,270.00 

22,950.00 
139, 570. 00 
294, 470. 80 

54,821.15 


Miles. 
6.652 

19. 3056 

1.35 

6.022 
7.41 

1.85 


$113,089.14 

328, 195. 20 

22, 950. 00 
102,374.00 
125,970.00 

31,450.00 


Miles. 




8. 0044 


Brooklyn 

Philadelphia 




2.188 
10. 153 




1.62 


Total 


Tube Co. 






64. 555 


1, 089, 171. 09 


42. 5896 


724, 028. 34 


21.9654 



Although Congress authorized contracts for tube service in Balti- 
more, Md. ; Cincinnati, Ohio ; Kansas City, Mo. ; Pittsburg, Pa. ; and 
San Francisco, Cal., no proposals were received by the department for 
service in those cities in response to the advertisement. 

In the city of Philadelphia, although the mileage contracted for, as 
recognized by orders issued by the department, is 7.35, there is an 
additional extension between Southwark Station to Station D, 0.8637 
mile, which, with the line between the general post-office and South- 
wark Station now in operation, make the total mileage contracted 
for 8.2137. In addition to this another extension has been recom- 
mended by a committee of three postal experts in July, 1908, from 
Station O via Fairhill Station to North Philadelphia Postal Station, 
a distance of about 1.72 miles; but contract has not been made for 
this last extension, the company not yet having agreed to it. This 
additional service, if contracted for, Avould raise the total mileage in 
Philadelphia to about 9.9337. 

In the city of Chicago the mileage not yet built (10.153) includes 
the line out of use between the general post-office and Kinzie Station 
(1.77 miles). 

PNEUMATIC -TUBE SERVICE IN FOREIGN COUNTRIES. 

So far as can be ascertained there is no instance abroad of the use 
of pneumatic tubes for the transmission of general mail matter of 
the first class; in fact, the pneumatic-tube service was originally used 
merely as an adjunct to the telegraph service under government con- 
trol and operation, but in some instances the use of the tubes has 
been extended to special-delivery letters or cards. In all of the in- 
stances hereafter described the pneumatic-tube systems are under- 
stood to be owned by the respective governments. 



22 PNEUMATIC-TUBE SEKVICE FOR THE MAILS. 

A summary of the information available is herewith presented : 

Great Britain. — In Great Britain the tubes are about 3 inches in 
diameter and are used only as an adjunct to the telegraph system. It 
is understood that they are installed in several cities in England and 
also in Dublin, Ireland. Statistics of 1899 showed that in London 
alone there were about 38 miles. 

France. — The tubes are of two types, 2.36 inches and 3.15 inches in 
diameter, and they are installed in the cities of Paris, Lyon, and 
Marseille. They are mainly an adjunct to the telegraph system, but 
are also used for the transmission of special-delh 7 ery letters and cards. 
In 1899 there were reported to be about 167 miles in use. In 1908 the 
mileage is reported as 217 miles, of which Paris has over 210 miles, 
Lyon, 2.73 miles, and Marseille, 3.89 miles. 

Germany. — The tubes in use in Germany are about 2^ inches in 
diameter, and are reported to be in use in Berlin, Hamburg, and 
Frankfort oh Main. They were originally installed as an adjunct to 
the telegraph system, but in the city of Berlin are also used for the 
transmission of special-delivery letters and cards. In 1899 it was 
» reported that there were 73 miles in Berlin and 5 \ miles in Hamburg. 

Eecently it has been reported that the German postal administra- 
tion has under consideration a proposed tunnel system for Berlin, to 
run between the principal post-office stations and the Potsdam depot. 
The proposed tunnel is planned to be 29 inches high by 71 inches wide. 
The design is to use a small car with capacity of carrying a single bag 
of mail and run at a speed of about 25 miles per hour. Several cars 
with an electric engine will form a train to be propelled on a railway 
track of 16.13-inch gauge within the tunnel. It is said that in Berlin 
the pneumatic-tube service for special-delivery letters has practically 
abolished urban telegrams. Telegrams cost the public about 1 cent a 
word, and unless sent " urgent " with treble toll are very little faster 
than a tube letter. 

Italy. — There is not at present any pneumatic -tube service in Italy, 
but in September, 1908, official announcement was made that the Gov- 
ernment was about to install pneumatic-tube service (3.6-inch diam- 
eter) in Naples, Milan, and Rome between the central post-offices and 
the railway stations in each city. The intention was to use the tubes 
for the transmission of telegrams and also special-delivery letters. 
The ordinary letter mail would, however, continue to be carried by 
horse-drawn wagons or automobiles. 

Austria. — It is known that there is pneumatic-tube service in Vienna 
which is used in the transmission of telegrams and special-delivery 
letters, but statistics are not at hand as to its extent. 

IMPORTANCE OF CITIES IN WHICH PNEUMATIC-TUBE SERVICE IS NOW 

PROVIDED. 

The appropriation for pneumatic-tube service for the current fiscal 
year is less than one-half of 1 per cent of the total postal appropria- 
tion. Its expenditure is for service in six of the most important 
revenue-producing post-offices in the United States. These post- 
offices (Boston, New York, Brooklyn, Philadelphia, Chicago, and 
St. Louis) collected during the past fiscal year $50,723,364, this being 
26J per cent of the total postage receipts of the country, The first- 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



23 



class mail (the most profitable class) originating at these six post- 
offices is about 27.7 per cent of all first-class mail originating in the 
United States. The number of pieces reported as received from the 
public daily is 8,344,008, although it is thought this total is 30 per 
cent higher than the average daily receipts throughout the year. 

The special-delivery mail is also a profitable class of mail, and its 
volume would be greatly increased in certain cities by adequate tube 
service. At the six post-offices mentioned there were delivered last 
year 4,015,468 special-delivery letters, these representing nearly 30 
per cent of all special-delivery matter in the entire country. The 
number of special-delivery letters delivered in the six cities in 1897 
was 1,481,352, thus showing a growth of 177 per cent in eleven years. 
It is assumed that with a complete tube system in New York City 
south of One hundred and twenty-fifth street an immense increase 
in special-delivery letters could be confidently looked for in a short 
time. 

The first-class mail of city origin for city delivery is reported 
by the post-offices in the six cities as 2,629,561 pieces daily, this being 
about 3LJ per cent of their total first-class mail. This class of matter 
is not subject to general postal charges for handling and transporta- 
tion, and is estimated to produce a profit of about $9,000,000 per 
annum. This class of mail would be especially benefited and increased 
by a complete system of pneumatic-tube service in certain cities. 

The important postal statistics of the pneumatic-tube cities are 
shown in the following table : 

Postal statistics a of cities in which pneumatic-tube service is provided. 



Cities. 


Popula- 
tion.b 


Postage 
receipts 
for year 
ended Jun( 
30, 1908. 


Clerks. 


Car- 


Collec- 
tions 




Pieces first-class mail 
daily from — 






daily. 


Collections. 


Drops. 




1,040,400 
5,432,751 
1,622,000 
1,835,872 


$5, 352, 176 
18,569,538 
2,397,553 
5.922.602 


1,480 
3,342 

490 
1,115 
3,112 

838 


1,230 
2,440 
1,022 
1,187 
1,469 
636 


7-20 
16-37 

7-11 

10-18 

10-27 

24 


655,079 
1,825.430 

335,972 

880,795 
1,376,464 

389, 152 


508,778 

1,369,270 

86, 127 


New York, N. Y 

Brooklyn, N. Y 


Philadelphia, Pa 


408, 279 


Chicago. Ill 


2,500,000 14,599,083 
772,912 1 3,882,412 


426,081 
132,666 






Total 


13,203,935 50,723,364 


10,377 


7,984 




5, 412, 892 


2,931,201 






Cities. 


Deliv- 
eries 
daily. 


Pieces 
first-class 
mail de- 
livered 
daily. 


Special-delivery mail 

during year ended 

June 30, 1908— 


First-class mail dis- 
patched daily. 




Dispatched. 


Delivered. 


By tube. 


By other 
means. 


Boston, Mass 


4-7 
6-9 
3-5 
5-8 
2-6 
4-6 


1,045,025 
3,114,311 


Pieces. 

430,000 
1.513.303 


Pieces. 

466, 457 
1,465,285 
. 327,357 
525, 791 
979. 493 
251,085 


Pieces. 

1,283,347 

2,317,570 
108,031 
720, 120 

2,570,079 
461,836 


Pieces. 

750,000 
5,137,823 

314,068 


New York, N. Y.... 


Brooklyn, N. Y 


496,907 238,598 

960,819 523,794 

1,338,076 j 498,512 

474,583 : 163,500 


Philadelphia, Pa 


993, 433 
790, 902 




St. Louis, Mo 


541,838 






Total 




7,429,721 3.367.707 


4,015.468 


7. 400. 983 


8,528,064 



















a Statistics, except as otherwise stated, are of October, 1908. 

b Population in some cases is based on letter carriers' census and duplicates persons in business and resi- 
dential districts. 



24 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Postal statistics of cities in which pneumatic-tube service is provided — Cont'd. 



Cities. 


Dispatched by 
tube; actually 
advanced over 
other means. 


First-class mail received 
daily. 


Received 
by tube; 
actually ad- 
vanced in 
delivery. 


First-class mail 
originating in 
district for de- 
livery in 
same city. 


By tube. 


By other 
means. 




Pieces. 
192,000 
505, 643 
26, 160 
129, 709 
565,812 
416,014 


Pieces. 

1,113,104 

2,502,099 
232, 111 
608,005 

1,518,581 
197,651 


Pieces. 

1,025,000 

4, 132, 577 
264, 796 
955,300 

1,319,690 
318,088 


Pieces. 
166,000 
294,084 
55,386 
127,281 
99,254 
45, 528 


Pieces. 

350,000 
953,839 
225,059 
443,207 
467,895 
189,561 


New York, N. Y 


Brooklyn, N. Y 










Total 


1,835,338 


6, 171, 551 


8,015,451 


787,533 


2,629,561 





PROPORTION OF FIRST-CLASS MAIL TRANSPORTED BY TUBE. 

From the preceding table it will be seen that the percentage of first- 
class mail sent by tube is as follows: 





City. 


First-class mail. 




Dispatched 
by tube. 


Received 
by tube. 




Per cent. 
63.1 
31.1 
25.6 
42.0 
76.5 
46.0 


Per cent. 
52.0 




37.7 




46.6 




38.9 




53.5 




38. S 










46.6 


43.6 







In other words, there is a total daily of 13,632,534 pieces of first- 
class mail transmitted by tube out of a total of 30,176,049 pieces, or 
45.1 per cent. 

FIRST-CLASS MAIL ACTUALLY ADVANCED BY TUBE. 

Out of a total of 15,989,047 pieces dispatched daily at the tube 
offices, 1,835,338 pieces (or 11.4 per cent) are reported to have been 
actually advanced in dispatch. Out of a total of 14,187,002 received 
daily, 787,533 pieces (or 10.6 per cent) are reported to have been 
actually advanced in delivery. The total number of pieces actually 
advanced daily by tube was therefore 2,622,871. The total annual 
pay for tube service early in October, when these statistics were 
taken, was $615,400 or, say, $1,686 per day. 

The average cost per piece actually advanced was therefore less 
than one-tenth of 1 cent ( six-tenths of 1 mill ) . 

ADVANTAGES AND LIMITATIONS OF PNEUMATIC-TUBE SERVICE. 



Probably the most attractive advantage in pneumatic-tube service 
is the possible speed of transmission. The contracts call for a sus- 
tained speed of 30 miles an hour between stations. This high rate 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 25 

of speed is in strong contrast with the contract rate for mail-wagon 
service, which would range from 3 to 5 miles' per hour; and also in 
contrast with street car and other similar service, based on a maxi- 
mum speed of 8 or 10 miles. 

The highest speed permissible in surface traffic in cities would be 
by automobile, which would be 12 miles per hour; but this maximum 
could not be expected in the congested streets of the business section. 
Hence we have in the speed attainable with the pneumatic-tube serv- 
ice an important factor which does not seem to be attainable in any 
other way. 

In the early years of the pneumatic-tube service it had been ap- 
parently expected that the maximum speed of 30 miles per hour 
would be maintained between all points of exchange, but the present 
contracts in response to advertisement of June 21, 1902, merely re- 
quire a speed of not less than 30 miles an hour between the general 
post-office and the first station, or any station and the next station. 
The consequence is that the maximum speed is not obtained between 
stations far distant from each other because of the time taken in 
handling the pneumatic-tube carriers at intermediate stations in 
transferring them from the receiver to the transmitter, and because 
the carriers dispatched must to a certain extent take their turns in 
the regular traffic of the line. 

During this investigation a number of tests were made in the sev- 
eral cities to ascertain the actual speed by tube per hour in trans- 
mission between the general post-office and the several other stations 
in each city, with the following result : 



City. 


Minimum. 


Maximum. 




Miles. 
14.7 
17.5 
28.2 
25.3 
24.8 
25.5 


Miles. 
25.1 




30.7 




30.0 




29.5 




30.0 




30.0 







It is therefore evident that when there is a long line of tubes made 
up of a large number of sections the speed between the extreme 
points is somewhat lower because of the number of intermediate 
relays and the exigencies of mail traffic on the line. This would 
be notably the case in the West Side line in New York City from 
the general post-office to Station L, a distance of 11.91 miles with 
9 intermediate stations, on which it might be expected that in regu- 
lar practice the speed between the extreme terminals would be re- 
duced about one-third, or to about 20 miles per hour. An incidental 
advantage which contributes to higher comparative speed in the tube 
as compared with other means is the fact that the tube terminals 
are within the mailing rooms of the post-office, and it is not neces- 
sary to take the mail out to the dispatching platform to go through 
the process of checking the mail into the mail wagons, nor is it nec- 
essary at destination to go through the reverse operation. 



26 PNEUMATIC-TUBE SEEVICE FOR THE MAILS. 

FREQUENCY AND CAPACITY. 

Previous to the introduction of pneumatic-tube service the great- 
est frequency of interchange between postal stations in cities ap- 
pears to have been half-hourly during nineteen or twenty hours of 
the day. This would therefore be a frequency of about 40 dispatches 
in one direction, or 80 dispatches both ways daily. However, in the 
largest cities the number of dispatches between the general post-office 
and the important railway stations would be of much greater fre- 
quency than 80 per day both ways. 

The frequency of wagon service both ways daily as reported dur- 
ing the present investigation is as follows : 

Boston 92 

New York 79 

Brooklyn 47 

Philadelphia 132 

Chicago 70 

St. Louis 82 

The frequency provided by the pneumatic-tube service is far in 
excess of anything that existed before. At present the tube carriers 
are dispatched on intervals of thirteen to fifteen seconds, thus making 
4 dispatches per minute, or 240 per hour, which for twenty hours 
would be 4,800 one way, or a total of 9,600 per day. The tube system 
therefore provides a frequency approximately one hundred times 
greater than formerly utilized. 

The former frequency of interstation postal service in cities was 
naturally based upon (a) the number of carrier deliveries; (6) the 
number of collections; (c) the quantity of mail that would justify 
forwarding to be worked up for carrier delivery or for dispatch; 
(d) the amount of special-delivery mail. In New York City the num- 
ber of carrier deliveries daily ranges from 6 to 9 or 10 ; the number 
of collections from 16 to 37 daily; and it has therefore been pre- 
viously assumed that the half-hourly schedule for dispatch of ap- 
proximately 80 trips both ways was a sufficient provision for this 
number of deliveries and collections. 

The increased frequency would, however, be an extremely valuable 
advantage in connection with special-delivery mail, and a fairly 
important advantage in moving forward the accumulated first-class 
matter to give more time in the distributing centers for its prepara- 
tion for delivery or dispatch. 

This great increase in frequency is, however, somewhat offset by 
the reduced capacity of the carrying unit. The regulation screen 
mail wagon has a capacity of from 1,200 to 5,000 pounds. Hence it 
appears that while the frequency has been increased one hundred 
fold the relative capacity, compared with a regulation wagon has 
been decreased more than one hundred fold. The maximum capacity 
of the tube one way per hour (240 carriers each containing 9 pounds) 
would be 2,160 pounds, or, say, 1 wagonload per hour. 

There is a great variation in the accumulation of first-class mail 
between one period of the day and another, but the capacity of the 
tube is invariable at all hours. We thus find a number of cases where 
the single-tube line is inadequate to carry all the first-class mail at 
the maximum period, although there is plenty of unused capacity at 
other hours when it is not needed. 



PNEUMATIC-TUBE SEEVICE FOR THE MAILS. 27 

The chief mechanical expert of the pneumatic-tube service holds 
the opinion, after many years of experience and study, that the eco- 
nomical efficiency of tube service is best represented by the 8-inch line 
rather than by a tube of greater diameter and that 30 miles per hour 
represents the highest economical speed. 

The greatest available capacity would be illustrated by a tube sys- 
tem wherein the general post-office should be the center, with all the 
tube lines radiating from the center like the spokes of a wheel. 

INADEQUACY. 

The following instances of inadequacy are reported by post- 
masters: 

Boston. — Between 6 p. m. and 6.30 p. m. and again between 10 p. m. 
and 10.30 p. m., on the line between the general post-office and the 
South Station, the volume of first-class mail for dispatch is so large 
that 10 or 15 per cent is sent by wagons as a matter of convenience in 
order to avoid breaking bulk and repouching the mail; yet on this 
same line the postmaster reports that the total use of the tubes is only 
33 per cent of their capacity during the twenty hours of operation. 
Also at the particular times mentioned the capacity used between 6 
p. m. and 6.30 p. m. is only about 60 per cent, and between 10 p. m. 
and 10.30 p. m. about 29 per cent. 

New York. — The east-side tube line between the general post-office 
and Station H is inadequate northbound to carry all of the first- 
class mail between 8 p. m. and 11 p. m., and it is therefore necessary 
for the general post-office to send the mail for three very important 
trains — New York and Chicago railway post-office, train No. 35, at 
9.30 p. m. : Boston, Providence and New York railway post-office, 
train No. 30, at 11.10 p. m. ; and Boston, Springfield and New York 
railway post-office, train No. 70, at 11.01 p. m. — by wagon. The total 
amount of mail thus sent by wagon is said to be 206,000 pieces; in 
addition supplementary mail for these trains is sent by tube (about 
5,500 pieces). The tube capacity of this line northbound throughout 
the nineteen hours of operation is only utilized to the extent of 67 per 
cent on the busiest section of the line. 

In like manner the southbound tube is inadequate to carry the mail 
to the general post-office from the following important trains: New 
York and Chicago railway post-office, train No. 32, 4.04 a. m. ; and 
Boston, Springfield and New York railway post-office, train No. 59, 
9.35 p. m. ; and from New York Central Railroad, train No. 50, due at 
10.08 p. m. ; and these large mails are carried to the general post- 
office by wagons, except that Brooklyn mail from train No. 32 (about 
7,200 pieces) is sent by tube. The mail by wagon is reported to 
amount to 68,000 pieces daily. The southbound tube line is not used 
to greater than 63 per cent of its full capacity on the busiest section 
throughout the entire working period of nineteen hours. 

Brooklyn. — No inadequacy reported. 

Philadelphia. — The postmaster reports that the 6-inch tube line 
between the general post-office and the Bourse Station is inadequate 
for satisfactory service and should be increased to an 8-inch line. 

Chicago. — It is reported that between 6 p. m. and 9.30 p. m. the 
tube line from the general post-office via La Salle Street Station to 



28 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Station U (Union Depot) is not adequate to accommodate all first- 
class mail to be dispatched; and wagon service is used on 30-minute 
and 40-minute intervals. It is said that, approximately, 110 No. 2 
pouches of first-class mail are thus necessarily dispatched by wagons, 
which would aggregate from 250,000 to 300,000 pieces so dispatched. 

Yet the greatest use of the outgoing tube line on its busiest section 
is 2,316 carriers daily out of a possible total of 4,800, or about 48 per 
cent of the possible capacity. 

Also, between 7 a. m. and 7.30 a. m. there are 19 pouches of mail 
from incoming trains that are sent to the general post-office by 
wagon, which can not be forwarded through the tube because its full 
capacity is used at that time. Also at 8.20 p. m. 36 pouches from New 
York and Chicago railway post-office train No. 35 are transferred to 
the post-office by wagon, because it is more expeditious to do so than 
to break bulk for the purpose of sending it through the tube. Yet the 
greatest use of the tube inbound on its busiest section is 1,510 carriers 
during twenty hours, in which time 4,800 carriers could be dispatched 
at the rate oi 4 per minute; hence less than 32 per cent of the full 
, capacity of the inbound line is employed during the working hours. 

It has been suggested that to correct these cases an additional tube 
line should be provided to run from the Chicago general post-office to 
Station U direct ; but this would be a very expensive way to deal with 
the difficulty ; and even if a new line were provided, the percentage of 
unused capacity for the old and new lines combined would, of course, 
be largely increased. 

St. Louis. — It is reported that between 7 a. m. and 9 a. m. the line 
between the annex station and the general post-office is called upon for 
more than its capacity, when two or more important railway post- 
office trains arrive at the same hour, this causing a delay of fifteen to 
twenty minutes in getting the mail to the general post-office. Yet the 
postmaster reports that less than 26 per cent of the tube capacity is 
utilized during the twenty hours of its operation. 

OTHER MAIL THAN FIRST-CLASS CARRIED BY TUBE. 

While the special function of the pneumatic-tube service is to expe- 
dite the transmission of first-class mail, it is feasible to use the tube 
for the interchange of second, third, and fourth class mail between 
city postal stations, and also for particular dispatches of daily news- 
papers to secure close connections with trains and carrier deliveries. 
Kegistered mail can also be facilitated similarly. There is a very 
small proportion of all of these classes which could not go through 
the tube because of the large size of the individual pieces. The great 
bulk of the second-class (publishers') mail could not be sent through 
the tube, because it would break bulk and cause unnecessary and 
expensive handling without gain. 

The extent to which the tube is employed with these other classes 
of mail is shown in the following summary of the reports of post- 
masters : 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 29 

Amount of second, third, and fourth class mail carried bij pneumatic tube. 



City. 


Second class. 


Third class. 


Fourth class. 


Boston: 

General post-office 






Insignificant. 
145 pieces. 












Station A . . 






1 per cent. 




. .do 










Very rarely. 

Special-delivery matter. 
Special-delivery and reg- 
istered matter. 

(a) 












do 


Philadelphia: 


1 percent 


(a) 








Very little 


Very little. 
65 per cent. 
45 per cent. 
90 per cent. 
Do. 


Station S. . 






Station 0... 












Station C 


do 


do 


Chicago: 

General post-office 

Station U 




350,567 pieces 






50,000 pieces 


Do. 






25,000 pieces Do. 


St. Louis 













a Between the hours of 5 a. m. and 5 p. m. the central office dispatches all local matter 
for Stations S, O, J, and C, which is 45 per cent of the whole. 

REGISTERED MATTER BY TUBE. 

Boston. — The special delivery registered matter is now sent by 
tube, but the post-office doubts the safety of the arrangement, inas- 
much as the tube carriers are handled at intermediate stations by the 
operators, thus breaking the chain of custody by sworn employees re- 
ceipting for the matter and assuming individual responsibility for it. 

New York. — All registered mail of suitable size for local inter- 
change is sent through the tube between the stations connected by 
tube. 

Brooklyn. — Registered mail is dispatched by means of inner-tube 
carriers, there being 14 trips on week days, aggregating about 25 
carriers (three trips on Sundays and four on holidays). 

Philadelphia. — The central post-office uses the tube for supple- 
mentary dispatches of registered mail, as does also the Broad Street 
Station, and this is regarded by the post-office as a very important 
service. The Bourse Station does not use the tube for registered 
mail. Station S dispatches 50 per cent of its registered mail by 
tube, but receives only special-delivery registers thereby. Station 
O dispatches 90 per cent of its registered mail by tube, and receives 
all registered mail for delivery thereby. Stations J and C both dis- 
patch and receive only special-delivery registered mail. 

Chicago. — It is expected to use the tube for local registered mail, 
which averages about 475 pieces per day, but arrangements have not 
as yet been made. 

St. Louis. — The tube service is used freely for the interchange of 
registered mail, and the service is regarded as very important. Be- 
tween the general post-office and the annex station (Union Depot) it- 
is said that 1,021 pieces of registered matter are sent both ways daily, 
and between the general post-office and Bridge Station about 84 
pieces daily. 



30 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



COMPARATIVE TONNAGE SENT BY TUBES. 



From the reports submitted by postmasters an estimate has been 
prepared to show the comparative weight of mail matter sent through 
the tubes. It is not exact, but illustrates to some extent the relative 
tonnage (all classes of mail matter) sent by tubes and otherwise: 



City, 



Total ton- 
nage daily 
(all mail 
and equip- 
ment) . 



Tonnage 
dispatched 
' by tube. 



Per cent 
by tube. 



Boston, Mass 

New York, N. Y . 
Brooklyn, N. Y... 
Philadelphia, Pa. 

Chicago, 111 

St. Louis, Mo 

Total 



Tons. 
77 
377 
14 
94 
259 



31.0 
12.7 
21.0 
28.0 
15.8 
17.0 



17.4 



PERCENTAGE OF TUBE CAPACITY UTILIZED. 

The reports of postmasters showing the number of tube carriers 
dispatched daily have been tabulated to show the percentage of 
capacity utilized in each section of the tube line with the following 
result (the maximum number of carriers per hour is assumed to be 
240 each way) : 



City and section. 



Length 
of line. 



Time oper- 
ated daily. 



Capacity 
utilized. 



Boston: 

General post-office to North Station 

General post-office to South Station 

South Station to Essex Station 

Essex Station to Back Bay Station 

Essex Station to Station A 

Station A to Roxbury Station 

Roxbury to Uphams Corners 

New York: 

General post-office to Madison Square 

Madison Square to Station H 

General post-office to Hudson Terminal 

General post-office to Station P 

General post-office to Station A 

Station A to Station O 

Station O to Station E 

Station E to Times Square 

Times Square to Station G 

Brooklyn: 

New York general post-office to Brooklyn general post-office 

Brooklyn general post-office to Station L 

Philadelphia: 

General post-office to Broad Street Station 

General post-office to Bourse Station 

General post-office to Station S 

Station S to Station O 

Broad Street Station to Station J 

Station J to Station C 

Chicago: 

General post-office to La Salle Street Station 

La Salle Street Station to Station U 

General post-office to Illinois Central Station 

Illinois Central Station to Twenty-second street 

Twenty-second street to Armour Station 

Armour Station to Stockyards Station 

St. Louis: 

General post-office to Annex Station 

General post-office to Bridge Station 



Miles. 
.875 
.645 
.56 
1.08 
1.24 
1.07 
1.42 



.42 
.94 
1.35 
1.13 
1.17 
1.13 
1.17 

1.65 
1.35 



.56 
1.41 
1.21 
1.23 



.55 
.82 
1.27 
1.02 
1.02 
2.73 

1.3 
.55 



Per cent. 
16.4 
26.7 
6.1 
5.2 
6.3 
4.1 
2.2 



52.3 
37.4 

28.2 
26.1 



13.8 
5.6 

33 

16.3 
5.5 
3.5 
4.5 
2.75 



20 

8.4 
12.1 

7.1 

29.2 
4.3 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 31 

It appears that the greatest percentage of use is in New York 
between Madison square and Station H, 66.6 per cent, while the 
smallest is in Boston, Roxbury to Uphams Corners, 2.2 per cent, 
and in Philadelphia, Station J to Station C, 2.75 per cent. 

The mileage accounted for in the above table is 36.32, and excludes 
about 6 miles in New York City opened in November, and is not 
yet in full operation. 

It is to be noted that only three sections show a use of over 50 per 
cent of their capacity. These are all in New York, and represent a 
length of 5.76 miles. 

The table may be summarized as follows: 

Miles. 

Mileage on which over 50 per cent of capacity is used 5. 760 

Mileage on which over 25 per cent, but less than 50 per cent, of capacity 

is used 9.995 

Mileage on which over 10 per cent, but less than 25 per cent, of capacity 

is used 3.795 

Mileage on which under 10 per cent of capacity is used 16. 770 

Total 36. 320 

Hours of operation of pneumatic-tube service. 





Dis- 
tance. 


Hours oper- 
ated. 


Scheduled hours of operation. 


Changes recom- 
mended by post- 
masters. 


City. 


Week 
days. 


Sun- 
days. 


Week days. 


Sundays. 




Miles. 
6.853 

.875 
.645 

2.640 

1 4. 770 
20.66 

1.35 
4.74 

.56 

.72 
1.30 
.55 


20.0 

20.0 
20.0 

20.0 

13.0 
19.0 

19.0 
20.0 

9.5 

20.0 
20.0 
13.0 


11.50 

12.25 
15.00 

6.00 

5.50 
5.00 

5.00 
11.50 

11.00 
8.00 
4.00 


3.30 a. m. to 
11.30 p. m. 


7 to 10.30 a. m. 
and 3.30 to 
11.30 p.m.... 

5 to 10 a. m. and 
4 to 11.15 p. m 

5 to 10.30 a. m. 
and 2 to 11.30 


To increase sched- 


Except— 

General post-office to 

North Station. 
General post-office to 

South Station. 


service from 20 
to 24 at Back 
Bay and Essex 




and 1 hour longer 
(11.30 p. m. to 
12.30 a. m.) at 


5 a. m. to 1 
a. m. 

5 a. m. to 6 
p.m. 

4 a. m. to 11 
p. m. 

4 a. m. to 11 

p. m. 
4.30 a. m. to 

1.30 a. m. 

9 a. m. to 12.10 
p. m. and 
12.40 to 7 
p. m. 

4 a. m. to 12 
p. m. 

4 a. m. to 12 
p. m. 

6 a. m. to 7 
p. m. 




7 a. m. to 1p.m. 

7 a. m. to 12.30 
* 


stations. 


Except— 

Twenty-second Street 


Stock Yards in- 
crease hours of 
■ operation from 13 


Armour Station 


to 15, or until 8 
p. m. 


Stock Yards Station. . 
New York, N. Y 


4 to 9 a. m 

4 to 9 a. m 

5 to 8 a. m. and 
5 p.m. to 1.30 
a. m. 


Brooklyn, N. Y 


service on Sun- 
day from 5 to 12, 
so as to be from 
6 to 11 a. m. and 
3 to 10 p. m. 
Do. 


Philadelphia, Pa 




Except— 


noon to 1 p. m. 
No change. 

Do. 
Do. 
Do. 


Bourse Station. 

General post-office to 
Broad Street Sta- 
tion. 
St. Louis, Mo 

Except general post-office 
to Bridge Station. 


4 to 8 a. m. and 
5 to 12 p. m. 

7 toll a. m. and 
4.30 to 8.30 
p. m. 

7 to 11 a. m 



32 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

ECONOMIES EFFECTED. 

The establishment of tube service superseded, in whole or in part, 
service that had been in operation by other means of transportation 
at each city where the pneumatic tube has been provided. The 
amount actually saved can not be stated with exactness for the reason 
that the changes in most instances were in connection with the rear- 
rangement of screen- wagon and electric-car routes, making it difficult 
to determine the actual decrease occasioned by the establishment of 
tube service. 

The amounts of such saving as are determinable are given below, 
approximately, as follows: 

Boston, Mass : $5, 510 

Brooklyn, N. Y 5,942 

New York, N. Y : 69,848 

Philadelphia, Pa 13, 193 

Chicago, 111 2, 400 

Total 96, 893 

At points where wagon service is in operation and the establish- 
ment of pneumatic-tube service causes a decrease in the number of 
trips performed, no saving is actually made in the cost of service 
until the wagon route has been advertised and relet, and then it is 
absorbed in the general increase in the cost of service. The provi- 
sions of the wagon contracts are such that the department can not 
decrease the pay for decreased service during the contract term. 

COMMENTS OF POSTMASTERS IN PNEUMATIC -TUBE CITIES. 

In response to the request of the subcommittee that postmasters 
furnish any additional information (not contained in their statistical 
reports) regarding the comparative importance of pneumatic-tube 
service in carrying the mails, comments were made as follows: 

BOSTON, MASS. 

Apart from the statistics and the answers to the specific queries, the pneu- 
matic-tube system in Boston is considered an essential factor in that portion of 
the city which is affected with a congestion of traffic, but beyond such limits the 
service may be regarded as purely auxiliary. * * * 

While the auxiliary character of the service is shown in the foregoing para- 
graphs, the essential features of the service pertain to the central office district, 
where there is a congestion of traffic due to narrow streets and the heavy vol- 
ume of business. This phase of the situation is prevalent throughout the year, 
but the effects are felt particularly in a long and severe winter marked with 
blockading snowstorms, which make it impossible to maintain wagon schedules, 
and any s/stem of transportation which overcomes these difficulties is of the 
utmost importance and value to tbis office. The pneumatic-tube service has 
supplied this need, and its reliability is commendable. 

NEW YOKK, N. Y. 

I deem it proper to say that in my opinion the entire value of the pneumatic- 
tube service can not be definitely measured by the statistics furnished thereon, 
because, while the proportion shown as being actually advanced is compara- 
tively small in percentage, there are many other features of pneumatic-tube 
service which render it of exceptional value over other forms of transportation, 
among which is the fact that the tube service is always available for immediate 
use; that its advantages during snowstorms or other weather conditions which 
interfere with transportation are manifold ; that its value to the special-delivery 



PNEUMATIC -TUBE SEKVICE FOR THE MAILS. 33 

system is such that all of this class of matter sent by tube during special- 
delivery hours is advanced by the fact that it is specially delivered instead of 
waiting regularly scheduled carriers' delivery. Also, that while the figures in 
the case of distributing matter are based upon supplemental dispatches, or 
matter which is advanced for actual train connections by tube over what would 
be possible by wagon, and in the case of city matter, that which actually con- 
nects with carriers' deliveries which would not so connect if forwarded by other 
means, the whole of the matter which is forwarded by pneumatic tubes is, as a 
matter of fact, advanced because of the shorter transit time required, thus en- 
abling the clerks at stations as well as in railway postal cars to sooner begin 
the work of separation and distribution, etc., from which it will be seen that the 
benefits of tube service, while manifest, are extremely difficult of expression in 
statistics. 

BROOKLYN, N. Y. 

In addition to the statistics furnished, it can be stated that the advantage 
of tube transmission would embrace the number of pieces advanced over other 
means,' or actually advanced in delivery, or advanced to make railroad con- 
nection. The percentages as shown by form No. 2 are naturally based on the 
present service, such as wagons and electric street cars, but it should be taken 
into consideration that this means of transportation is now being performed 
at a minimum. The tube advantages in percentage would be materially re- 
duced as the other means of transportation were increased in frequency. One 
natural advantage that the tube has over other kinds of service is that it is 
always available for use, thereby allowing continuous service. 

PHILADELPHIA, PA. 

In addition to the information specifically called for, I would state as illus- 
trating the comparative importance of pneumatic-tube service that by the 
use of pneumatic tube we are enabled to have direct communication between 
the central office and our stations at all times, while under the old system of 
wagon and electric car service this connection was only at stated intervals 
with an hour or more apart. This is a great advantage, especially in the treat- 
ment of special-delivery letters; it also enables us to make very close connec- 
tion with carriers' deliveries. 

CHICAGO, ILL. 

I beg to acknowledge receipt of your letter of the 18th instant, requesting 
an expression of views as to the comparative importance of the pneumatic-tube 
service otherwise than as indicated in data already furnished on the subject. 
With the view to obtaining practical views along this line, based on experience 
and actual service conditions, the matter was taken up with the superintendents 
of the mailing, delivery, and registry divisions of this office. For the informa- 
tion of yourself and your committee, I beg to quote herewith from the reports 
of the officials named, wherein each expresses his opinion on the subject in 
question, together with the reasons therefor. It is thought that the statements 
of the superintendents of the mailing and delivery divisions quite fully describe 
local conditions and indicate wherein the tube service has advantages over 
other methods of mail transportation, and wherein it is handicapped. 

The superintendent of mails' statement is as follows: 

" The wagon service is constantly subjected to the danger of delays in con- 
sequence of the extreme congestion of the streets in this city and also because 
of the masses of wagon traffic in and about the railway depots. During the 
winter months, when the roadways are covered with ice and the horses find 
difficulty in obtaining foothold, it frequently is impossible to maintain the run- 
ning time. The contractor often is aided at both ends of the line, so as to 
give more time during these periods; but even by cutting short the processes 
of loading and unloading and using every practicable 'short cut' the danger 
remains when the streets are slippery. More than 50 per cent of the mails 
received and dispatched here have to be carried over the bridges spanning 
the Chicago River, where the frequent opening of the draws is productive of 
delays. 

" For short distances, and when the volume of mail to be transported is 
very large, the wagon service compares favorably with the pneumatic-tube 
system ; but under ordinary circumstances, and especially when the conditions 

H. Doc. 1220, 60-2 3 



34 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

noted above have to be met, the wagon service necessarily suffers in com- 
parison." 

" In illustration of the foregoing statements it is literally impossible to submit 
any specific instances. I am more fortunate, however, in the matter of a reply 
to the inquiry contained in the last paragraph of Superintendent Bradley's 
communication. It will be remarked from the following example that there is 
a very marked difference in favor of the tube system in the celerity of perform- 
ing the service to and from the Chicago and Northwestern Depot : 

" Chicago, Cedar Rapids and Council Bluffs Railway post-office train No. 9 
departs from Chicago and Northwestern Depot at 10 p. m. Under the present 
wagon schedule, distributers at the post-office tie out the mail for this close 
at 9.15 p. m. The pouches lock at 9.25 p. m. and reach the dispatching platform 
for wagon leaving post-office at 9.30 p. m. With the tube service in operation, 
the final tie-out by distributers would occur at 9.35 p. m. for final tube dispatch 
at 9.45 p. m., which would allow for the further distribution of mails for Chi- 
cago, Cedar Rapids and Council Bluffs train 9 up to 9.35 p. m. — an additional 
twenty minutes leeway. An average of 8 No. 2 pouches would be worked during 
this interval of twenty minutes, and a crude estimate of the additional number 
of pieces which could be connected by tube would be as follows : Seventy-four 
distributers handling an average of 40 pieces per minute for twenty minutes 
would be 59,200 pieces over and above what could be connected in pouches dis- 
patched from post-office by wagon. On the basis of 12 packages to a tube car- 
rier, and 7 tube carriers or 84 packages to a pouch, it would require 56 tube 
carriers to transmit this mail, and with an interval of thirteen seconds between 
the dispatch of each tube carrier it would consume a trifle over ten minutes 
in transmission. 

" The principal advantage which the tube service holds over screen wagons is 
that in consequence of its celerity in transmission more time is allowed for the 
distribution of mails at the post-office, and consequently it is thus possible to 
connect with important trains a considerable quantity of mail which otherwise 
would have to be dispatched via the next subsequent train if forwarded by 
wagon. 

" If screen wagons could proceed at a fair pace without interruption, if the 
roadways always were good, and if there were no drawbridges to cross, the 
advantage of the tube system would be considerably reduced, but its greatest 
value as shown in the example herein still would exist." 

The following is from the statement of the superintendent of the delivery 
division, and while it does not go into the matter as fully as the foregoing state- 
ment, yet it indicates the direct advantages accruing to the delivery service : 

" There is a marked advantage in the transmission of city mail and what is 
known as ' road mail ' from the railway post-offices from depot stations to 
other stations, viz, from Station U to Stock Yards and stations south of Stock 
Yards which receive mail from there by the street railway post-offices, viz, 
Englewood and Fifty-first street stations; also from Station U to Twenty-sec- 
ond street and stations south, viz, Stations M, Hyde Park, and Jackson Park. 
This will also apply to La Salle Street and Illinois Central tube stations to 
Stock Yards and Twenty-second street stations; also from the tube station at 
the Chicago and Northwestern Depot, if in operation. 

" There is not any marked advantage in the dispatch of mail via tube from 
Station U to the general post-office or from La Salle Street tube station to the 
general post-office, owing to the fact that the time gained in transmission is 
very slight when it is considered that all pouches which arrive at these tube 
stations have to be opened and pneumatic-tube carriers loaded in order that 
mail be dispatched. There would be a very marked advantage if a full pouch 
of mail could be forwarded via tube service. 

" Regarding service to and from the Chicago and Northwestern Depot as 
compared with service during the time when tube was in operation, it must be 
admitted that the present service via wagon messenger is not as satisfactory 
as tube service. 

" It is doubtful if a succinct statement could be made which would convey 
clearly the disadvantages to the city mail through the suspension of tube 
service between the Chicago and Northwestern Depot and connecting tube 
terminals and tube stations." 

At this time registered mail is not being dispatched by pneumatic tubes. 
The superintendent of the registry division was requested, however, to express 
his views on this particular subject, and his statement along those lines point- 
ing out the advantages for that branch of the service is as follows : 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 35 

" The use of the tube will greatly expedite the handling of city matter by 
giving direct service between delivery stations; for instance, when the tnbe is 
again in operation between this office and the Chicago and Northwestern Depot, 
it will be possible to receive a piece of registered mail at Kinzie Station at 3 
p. m., and connect it via the tube with the last carrier delivery from the Stock 
Yards Station, leaving at 3.30 p. m., approximately a distance of 5 miles; 
whereas, under present conditions of transportation service, a letter must be 
registered at Kinzie Station before 11 a. m. to connect with the last carrier 
delivery from the Stock Yards Station. From a registry standpoint, therefore, 
the pneumatic tnbe is necessary in an up-to-date, modern service." 

The information contained in the foregoing statements indicates advantages 
in the tube service under certain conditions and circumstances, especially in 
the city delivery service, in the way of expediting dispatches between tube 
stations and other stations contiguous thereto by the present street railway 
postal service to the latter. These advantages would seem to more than offset 
the shortcomings of the tube through insufficient capacity to handle the greater 
volumes of mail between depots and the post-office, and vice versa. 

ST. LOUIS, MO. 

The tube service (as regards registered mail) is indispensable for a prompt 
dispatch of this important mail between the annex station and the main office. 
The large and important mail for our banking institutions is especially bene- 
fited by this exceedingly quick service, and it has to them become a necessity 
inasmuch as practically all the registered mail received in annex station in the 
forenoon is delivered before the opening of the clearing house. In the after-, 
noon the tube service between the main office and the annex station is equally 
important for the dispatch of registered mail, as it is impossible to prepare 
the mail received from 5.30 to 6 p. m. in time for dispatch by wagon to insure 
its leaving the city the same day, but with the aid of the tube service the mail 
is sent to annex station at short intervals, thus connecting all outgoing dis- 
patches the same day. 

TUBE-SERVICE CONTRACTS. 

In general throughout all of the cities named the tube service con- 
sists of a double line of tubes 8 inches in diameter, except in Phil- 
adelphia, where there is a section consisting of double lines of 6-inch 
tube, and in Boston, where there are several sections consisting of 
double lines of 10-inch tube. 

BOSTON,. MASS. 

The 8-inch double tube lines in this city connect the general post- 
office and the North Postal Station, the general post-office and the 
South Postal Station, and the South Postal Station and Essex Sta- 
tion, a total of 2.08 miles. The double lines of 10-inch tubes connect 
Essex Station with Back Bay Station, and Essex Station with Sta- 
tion A. and Roxbury and Uphams Corners, a total of 4.81 miles, 
making an aggregate for both 8 and 10 inch tubes of 6.89 miles. This 
distance, however, by consent of the contracting company, is rated 
as 6.652 miles in the existing contracts. It should be said with refer- 
ence to the 10-inch tubes that the Government does not have the ad- 
vantage of the possible capacity of this larger line, because under 
the existing method of operation the 8-inch carriers are used to 
carry the mail, these carriers being placed inside of the 10-inch car- 
riers for transmission through the 10-inch line. 

The 10-inch tube was not originally built for the United -States 
postal service, but for commercial purposes in the transmission of 
parcels. In arranging the pneumatic-tube system in Boston, the line 
as thus laid, with some modifications, was found to be available for 
postal purposes. 



36 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

The contracting company is the Boston Pneumatic Transit Com- 
pany, William H. Ames, president. We learn from this company, 
and from its allied interests, that it is owned by the Massachusetts 
Pneumatic Tube Company. This last-mentioned company is owned 
by the American Pneumatic Service Company, William H. Ames, 
president. The entire pneumatic- tube service contracted for in Bos- 
ton is in operation. 

NEW YORK, N. Y., AND BROOKLYN, N. Y. 

In New York and Brooklyn the equipment consists throughout 
of double lines of 8 -inch tubes, representing at the present time 
(November 10) about 20.65 miles. The contracting company for 
the service in both cities is the New York Pneumatic Service Com- 
pany (which was incorporated June 22, 1906), William H. Ames, 
president. We learn from the contracting company that the entire 
capital stock of this company is owned by the American Pneumatic 
Service Company. It also appears that the New York Pneumatic 
Service Company is the successor of the Tubular Dispatch Company, 
which was the original contractor for pneumatic-tube service in the 
Borough of Manhattan, having acquired the entire assets of the 
Tubular Dispatch Company, paying for them the entire capital stock 
of the New York Pneumatic Service Company. ' The American Pneu- 
matic Service Company acquired this stock of the New York Pneu- 
matic Service Company after the foreclosure sale as a result of its 
ownership of bonds and stock of the Tubular Dispatch Company. 
We understand that the Tubular Dispatch Company is no longer in 
existence. 

Another of the early contracting companies was the New York 
Mail and Newspaper Transportation Company, which was the 
original contractor for the tube service between the New York gen- 
eral post-office and the Brooklyn general post-office. This same com- 
pany subsequently (1902-1906) was the contracting company with 
the Post-Office Department for all pneumatic-tube service then being 
performed in both New York and Brooklyn. 

This company is still in existence, but is controlled by the American 
Pneumatic Service Company. 

It appears that neither the New York Pneumatic Service Com- 
pany nor the New York Mail and NeAvspaper Transportation Com- 
pany hold either the stock or bonds of the other company, but as fasi 
as the plant of the New York Mail and Newspaper Transportation 
Company is constructed under contract it is leased to and operated 
by the New York Pneumatic Service Company. 

The entire mileage contracted for in New York is not yet in opera- 
tion. According to the Post -Office Department records the total 
mileage contracted for at the present time is 28.66, of which approxi- 
mately 20.65 miles were in operation November 10, leaving appar- 
ently 8 miles yet to be completed. The tube company's figures, 
including sections the length of which has not been finally passed 
upon by the department, represent a total mileage for the completed 
system of 28.9797, of which their record shows 8.3147 still uncom- 
pleted. These uncompleted sections are a cross-town line from Times 
square to Station II ; the upper east-side line from Station H via 
Stations Y, K, U, to L; also west -side connections from Station O 
via C to Foreign Station; also connection between Station S and the 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 37 

present east-side line. Of these sections the only portion actually 
under construction is the cross-town line between Times square and 
Station H, which is understood to be very near to completion, and 
expected to be in operation by January 1, 1909. 

The difference between the total mileage contracted for (28.66) 
and the total mileage as computed by the company (28.9797) is ac- 
counted for by the fact that in the actual construction the company 
has believed it necessary to follow routes which do not represent the 
shortest possible distance between the points to be connected, although 
the company evidently regards them as the shortest practicable dis- 
tance between the points to be connected. A number of these sec- 
tions where the difference in distance will appear are yet to be passed 
upon by the department as to the mileage that can be accepted for 
payment. 

PHILADELPHIA, PA. 

The service in Philadelphia consists of double lines of 8-inch tubes, 
except between the general post-office and Bourse Station, this last 
line being a double line of 6-inch tubes, a distance of 0.56 mile. The 
total service in Philadelphia in operation November 10 was therefore 
5.462 miles of 8-inch tubes and 0.56 mile of 6-inch tubes — total, 6.022 
miles. 

In addition to this there is a new 8-inch line running from the 
general post-office via South wark Station to Station D, 1.902 miles, 
which is completed and tested and went into regular operation on 
November 23. There also remains the line contracted for between 
the general post-office and the Reading Terminal Station, 0.2735 mile, 
the construction of which has not yet been commenced. This makes 
a total of 8.1975 miles under contract, but in addition to this the de- 
partment has approved of an extension from Station O via Fairhill 
to North Philadelphia, 1.72 miles, although no contract has as yet 
been made for the construction of this line. There is therefore a 
total of 8.1975 miles contracted for, with an expected total of 9.9175 
miles whenever the tube company will agree to construct the line to 
North Philadelphia upon the terms authorized by law. 

The contracting company in Philadelphia is the Pneumatic Transit 
Company, James B. Mabon, president. This company was incor- 
porated in the State of New Jersey January 8, 1892, and is under- 
stood to hold no relation to the contracting companies in other cities 
except that by formal arrangement through the Batcheller Pneu- 
matic Tube Company with the American Pneumatic Service Com- 
pany it holds joint ownership with that company in the use of the 
patents of both of the companies for the operation of pneumatic- 
tube service. This understanding includes a partition of territory, 
the Pneumatic Transit Company having exclusive ownership of the 
joint patents within the city of Philadelphia and within a radius of 
20 miles of the city of Camden, N. J. 

CHICAGO, ILL. 

The pneumatic-tube lines in Chicago are of the 8-inch pattern 
throughout. The service contracted for is 17.563 miles. The service 
in operation is 7.41 miles. In addition to the mileage in operation 
there is a line, temporarily out of use, running from the general post- 
office via Wells street terminal to Kinzie Station, in the Chicago and 



38 PNEUMATIC-TUBE SEEVICE FOR THE MAILS. 

Northwestern Railway depot, a distance of 1.77 miles. The suspen- 
sion of service on this line took effect March 4, 1907, being due to 
action of the War Department in removing the old street-car tunnel 
under the Chicago River, which incidentally destroyed the pneu- 
matic-tube connection under the river which was laid in the tunnel. 

The tube company has promised a number of times to restore this 
broken connection, but have not done so. This suspended line, in 
addition to the mileage under operation, accounts for a total mileage 
of 9.18 (according to the company's figures), thus leaving about 8.383 
miles yet to be constructed. The new line when built would provide 
connection from Station U, via Stations C and D, to Douglas Park; 
also from Station U to Pilsen Station; also from Station C to Car- 
penter Street Station. No work has as yet been done on these exten- 
sions ; in fact, the contracting company has built no new mileage since 
March, 1905. 

The contracting company in Chicago is the Chicago Postal Pneu- 
matic Tube Company, William H. Ames, president (incorporated in 
1902 in the State of Illinois). The capital stock of this company 
is owned by the American Pneumatic Service Company. The local 
franchise under which the Chicago Postal Pneumatic Tube Company 
operates is for a term of twenty years, and seems to be exceptional 
in some of its provisions as compared with Other cities. For in- 
stance, it provides that at the end of ten years the city of Chicago has 
the right to purchase the system on a fair appraisal, or by establish- 
ing the value by arbitration. It provides, further, that if the grantee 
does not receive the mail-carrying contract from the United States 
Government at any time during the life of the franchise, in such 
event the city of Chicago shall have the right to require the grantee 
to sell to any person, firm, or corporation which shall receive the 
contract from the United States Government all of its plant in the 
public street, etc., the value to be arrived at in the same manner, by 
appraisal or arbitration. It is provided that at the expiration of the 
twenty-year period all of the tubes then in the streets, alleys, etc., 
shall become the absolute property of the city of Chicago. 

ST. LOUIS, MO. 

The pneumatic-tube lines in St. Louis are all of the 8-inch pattern. 
The contracts call for 3.46 miles, and the mileage in operation is 1.85 
(company's figures, 2.09) miles. The difference is principally ac- 
counted for by the fact that the original intention was to have a line 
from the St. Louis general post-office to Relay Depot, in East St. 
Louis, but this line was built only from the St. Louis general post- 
office to the western terminus of the Eads Bridge (Bridge Station), 
and during the time of construction the route of the principal mail 
trains entering St. Louis was changed, so that it is no longer of im- 
portance to have pneumatic-tube connection with the Relay Depot in 
East St. Louis. 

The contracting company is the St. Louis Pneumatic Tube Com- 
pany, incorporated in the State of Missouri in 1902, William H. Ames, 
president. The capital stock of this company is owned by the Amer- 
ican Pneumatic Service Company. 



PNEUMATIC-TUBE SERVICE FOE THE MAILS. 39 



Reviewing the conditions as above described there appears to be a 
total of 42.59 miles of double tubes, of which about 37.22 miles are 
8 inches in diameter, 4.81 miles are 10 inches in diameter, and 0.56 
mile is 6 inches in diameter. 

While there is a separate contracting company in each city, there 
are, in fact, only two companies in control of the companies which 
own the lines and patents, so far as the existing pneumatic-tube 
service is concerned, namely, the American Pneumatic Service Com- 
pany, of Boston, Mass., for Boston, New York, Brooklyn, Chicago, 
and St. Louis, and the Pneumatic Transit Company as regards 
Philadelphia. 

There is another company which should be mentioned for a com- 
plete understanding of the pneumatic-tube situation, viz, the Batchel- 
ler Pneumatic Tube Company, incorporated in West Virginia; home 
office, Philadelphia, Pa. This company, we understand, owns a large 
number of patents in relation to pneumatic-tube service, as does also 
the American Pneumatic Service Company; but by agreement be- 
tween the two companies just mentioned the American Pneumatic 
Service Company controls the right to use the Batcheller Company's 
patents (as w T ell as its own) for the entire United States, excepting 
only the State of West Virginia, the State of Pennsylvania (exclud- 
ing Pittsburg) , and Camden, N. J. The Batcheller Pneumatic Tube 
Company has reserved the right to use its own patents in foreign 
countries and in Pennsylvania (excluding Philadelphia and Pitts- 
burg), West Virginia, and Camden, N. J. The Batcheller Pneu- 
matic Tube Company and the American Pneumatic Service Company 
jointly have the right to use any improvements or future inventions 
developed in either company within the spheres of action just 
described. 

We understand that the Batcheller Pneumatic Tube Company has 
endowed the Pneumatic Transit Company with the right to use the 
joint patents in Philadelphia, Pa., and Camden, N. J., and within 20 
miles thereof, but still retains the rights to use the joint patents in 
the State of Pennsylvania (except Pittsburg and Philadelphia) and 
in the State of West Virginia. 

Hence, if the United States Government purchased from the Amer- 
ican Pneumatic Service Company and the Pneumatic Transit Com- 
pany all of their property and rights in connection with the per- 
formance of pneumatic-tube mail service, it would apparently possess 
all of the patents of both the American Pneumatic Service Company 
and the Batcheller Pneumatic Tube Company for the performance 
of pneumatic-tube mail service in the entire United States, except 
the State of Pennsylvania (excluding Philadelphia and Pittsburg) 
and the State of West Virginia. In these States (Pennsylvania, 
excluding Philadelphia and Pittsburg, and West Virginia) the Gov- 
ernment would possess the patent rights of the American Pneumatic 
Service Company, but would not possess the patent rights of the 
Batcheller Pneumatic Tube Company. 

All of the existing contracts for pneumatic-tube service will expire 
June 30, 1916. 



40 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

DESCRIPTION OF PNEUMATIC-TUBE SYSTEMS. 

A pneumatic-tube system is a method of sending a carrier through 
a pipe at a high rate of speed, either by pressure or vacuum, and 
bringing it to rest without damage. 

Station terminals. — Each postal station on the pneumatic-tube 
route is equipped with sending and receiving apparatus, known as 
" transmitter and receiver." 

Piping. — The pneumatic tubes consist of double lines of cast-iron 
pipe of high grade, the inner crust being reamed out to form a 
smooth interior, with leaded joints, laid in 3-foot trenches underneath 
the streets at a depth of 4 feet, or below the frost line, and must form, 
when laid, perfect conduits for the passage of steel cartridges at a 
high rate of speed. Obstructions in the streets and other piping are 
avoided by carrying the pipe to one or the other side, or up or down, 
at true curvatures, to permit carriers to slide along without reduction 
of speed. 

Double lines are required to carry the traffic in opposite directions. 
The piping in passing from one street to a cross street or into and 
out of buildings is carried by bends of a proper curvature, and if at 
a right angle by bends of 90°. 

Bends. — The bends, formerly made of brass and bent to the re- 
quired curvature at great expense, are entirely superseded by cast- 
iron bends, bored out smoothly by machines of ingenious contrivance, 
one form in sections of 6-foot lengths, with flanges, whereby bends of 
any length may be formed by combining the short sections; and 
another form of 12-foot sections, divided into halves longitudinally, 
reenforced by heavy metal backing, with flanges, so as to be bolted 
together. 

Motive power. — The power to propel the carriers through the line 
is a current of air, which is maintained constantly through the tube 
under varying pressures, according to the length of line, the number 
of carriers, and the weight of the mail to be transported. Air com- 
pressors of duplex type and rotary blowers, steam or electrically 
driven, may be used. 

Dispatching apparatus. — The form of. transmitters now commonly 
in use is known as the gravity type, set in the floor of the tube station 
at an angle of 45°, and are formed of an air chamber, with upper and 
lower gates, operated by pistons or counterbalanced, and the dispatch- 
ing is effected by placing the carrier in a " scoop " against the top 
gate, which opens when the interval of time fixed by the time lock is 
passed, allowing the carrier to fall into the air chamber, which has 
an auxiliary pipe connecting with the main pipe bringing pressure 
behind the carrier, and forcing it through the lower gate and into the 
line, whence it is taken along by the air current until it reaches the 
next station. 

Another form of transmitter called the " cradle " is used where the 
terminals are so situated that the space for the necessary piping be- 
low the level of the transmitter can not be obtained. The dispatching 
is effected by placing the carrier in a horizontal scoop, placed at one 
side of the machine, whence it is slid into a section of pipe, which, 
when the interval of time fixed by the time lock is passed, is swung 
into position in the main tube line by an air piston, and the force of 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 41 

air being then exerted against the carrier, it is sent through the line 
to the next station. 

Receiving apparatus. — Two general forms of receivers are in use, 
the open and the closed types. The " open " receiver has no valve at 
the end of the line and the air current is induced to flow into a receiv- 
ing tank placed near the terminal (by means of a vacuum, created by 
pumping air from it into the outgoing tube) instead of passing out 
the open end of the line. A circular table, the outside edge of which 
is formed of a half longitudinal section of tube, holds the carrier to 
its proper position, and by the friction created brings it to rest upon 
the receiving table. This being inclined toward the front, the car- 
rier rolls down to a point within reach of the operator, and out of the 
way of the succeeding carrier. This open form of receiver (i. e., with- 
out gates) permits of a greater number of carriers being transmitted 
through the line. The " closed " receivers are made with one and two 
valves, which may be of the sluice-gate or revolving- valve type. The 
single- valve receiver has one gate or valve at the end of the line, and 
the arriving carrier compresses the air against it, forming an air 
cushion, checking the speed of the carrier and bringing it to rest. The 
compression of the air in the dead end of the tube, applied through 
auxiliary piping, operates a piston raising the gate or opens the 
valve, and further auxiliary air piping, connecting with the main 
tube back of the gate, ejects the carrier onto the receiving table, and 
it is brought to rest against a spring or compressed air buffer. 

The single-sluice gate or revolving- valve receiver is required on a 
line at the farthest point from the air-compressing power plant, and 
is used on lines the length of which and the load to be transported 
demands heavy initial pressure to force the carriers through the line 
at the contract rate of speed of 30 miles an hour as a means of safely 
receiving the carriers and of forcing the air current through suitable 
by-pass into a receiving tank to be again used. This form of receiver 
permits the receiving of carriers every ten seconds and is used at 
points where power plants are located. 

The double- valve receiver is used at points intermediate on a line 
where no power plant is located and permits the current of air to 
pass around the intermediate station by suitable by-passes connecting 
with the tubes on either side, without loss of density or checking the 
flow. 

The double- valve receiver has two sluice gates or revolving valves 
which act together, one of which is always closed while the other is 
open. Normally the one nearest the end of the line is closed, so that 
the arriving carrier forms an air cushion against it. If one carrier is 
in the act of being discharged onto the receiving table through the 
end gate, the second gate is closed to form the air cushion for the 
next arriving carrier, checking its speed, but operating to deliver the 
carrier as soon as the first one is out of the way. This form of re- 
ceiver will safely permit of intervals between carriers of about thir- 
teen seconds, although the double valves will perform the function 
of receiving and delivering a carrier in from four to five seconds. 

The " tilting " receiver is another type of closed receiver. It is a 
section of the pipe arranged to form a dead end into which the arriv- 
ing carrier runs. A piston operating by the pressure of air in the 
dead end drops one end of this tube section and discharges the car- 
riers onto a receiving table. 



42 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Carriers. — The carrier used is a steel shell, cylindrical in form. For 
an 8-inch line the carrier would be about 23^ inches long, for a 6-inch 
line about 18 inches long, and for a 10-inch line about 30 inches long. 
The surface of the carrier is galvanized to prevent rust. The carrier 
has a permanent bottom at one end and a hinged cover at the other. 
The bottom is in the shape of a cup, which is slid over the end of the 
shell and brazed thereto. The bottom also bears on its outside a 
leather or felt buffer, so that as the carrier passes through the tube, 
bottom foremost, the buffer end takes up the shock at the terminus. 
The hinged cover, after being closed, is fastened tight by means of 
an eccentric lever connecting with inside bolts, which engage the 
upper rim of the cylinder in appropriate slots. This lever projects 
over the edge of the cover when unlocked, thus forming a telltale 
device to prevent the dispatch ofa carrier unlocked. 

The outside of the carrier is protected from direct contact with the 
tube itself by means of two bearing rings, each of these being situated 
about 1 inch from either end of the carrier. These bearing rings 
(made of cotton duck and rubber composition) are so made as to fit 
exactly the interior of the tube, and thus prevent the slippage of air 
past the carrier. Experience with the 8-inch tube shows that these 
bearing rings must not be allowed to wear down greater than one- 
eighth of an inch, because at such lessened diameter it is unsafe to 
use them. There would be danger of a tightly fitting carrier overtak- 
ing a loosely fitting carrier in the tube, with possible disastrous colli- 
sion and possible blocking of the entire tube. The length of the car- 
rier is ordinarily three times the diameter of the tube used and the 
diameter about 1 inch less than the diameter of the tube, the thickness 
©f the shell of the carrier and the bearing rings taking up the differ- 
ence, or 1 inch of the diameter. 

VARIETY OF MACHINERY IN USE. 

There is great variety in the terminal machinery and power plants 
employed in the present pneumatic-tube system used in transmitting 
the mails, this condition representing no doubt successive stages of 
experiment and experience on the part of the operating companies; 
but evidently no conclusion has been reached for completely standard- 
izing the machinery or for selecting for general use the best type that 
has been evolved. 

Receivers. — There are at the present time in use 76 receiving 
machines, and we find that these are of 10 different types, some of 
them concededly obsolete so far as the highest efficiency of service 
is concerned, but nevertheless in use. 

Transmitters. — There are in use at the present time 76 transmit- 
ting machines, and we find that these are of 7 different types, although 
it is believed to be conceded that the gravity form transmitter is the 
most serviceable and should supersede the other types still in use. 

Pressure plants. — For producing air pressure there are in the 
present systems 56 compressors of 7 different types and 14 blowers 
of 2 different types, thus making 9 varieties of machinery for this 
purpose. Aside from the broad difference between the two methods 
of securing air pressure, i. e., by compressors or by blowers, the other 
variations in type are due either to the kind of power used — whether 



PNEUMATIC-TUBE SERVICE EOB THE MAILS. 43 

steam or electric — or in the manner in which this motive power is 
connected with the compressing machines. 

Motive power. — Where the power plant is located in a federal 
building steam power is employed (steam being purchased from the 
Treasury Department at cost) and 3 or 4 varieties of steam engines 
used. In all other places electric motors are employed, there being 
52 such motors. Here again there is a variety, there being 29 operat- 
ing with direct current and 23 operating with alternating current. 
These 52 motors are of 10 different sizes, ranging from 12.74 horse- 
power in the smallest to 105 horsepower in the largest. 

The mature opinion of the chief pneumatic-tube expert as recently 
expressed to this committee is that the best practice would be to 
operate the tube line in short sections of a mile or less in length, 
with a power plant at each station, using preferably blowers rather 
than compressors to secure the air pressure in the tube, and using 
preferably for teminal machinery the gravity transmitter and the 
open circular table receiver. The reasons given were that while a 
power plant at each station would mean a heavier initial cost, yet 
the annual cost of operation would be lower and the line would be 
insured from stoppages in operation due to accidents and blockades. 
(The necessity for relaying carriers at each station would unavoid- 
ably dela}^ somewhat their progress to ultimate destination.) The 
blower was preferred to the compressor because of lower initial 
cost of installation and because it occupies less space. 

BEVIEW OF TEN YEARS* EXPERIENCE. 

Although the experimental line in Philadelphia commenced serv- 
ice as early as 1893, the first practical experience of any general 
character commenced in 1898, when there were about 8 miles in oper- 
ation in Boston, Philadelphia, and New York. There has therefore 
been about ten years' experience with the pneumatic-tube service, 
although even yet there is not a complete system in any one city, and 
the chief and most satisfactory test of the service would be obtained 
in a general system, especially in cities like New York and Chicago. 

When the first extension of pneumatic-tube service was under 
consideration, in 1896, the comparison was with mail-wagon and 
street-car service. 

Automobiles were in the infancy of development, and although 
alluded to in the Annual Report of the Second Assistant Postmaster- 
General for 1896 as a possibility, they were styled " horseless 
wagons." Perhaps in no modern device has there been such progress 
as in the automobile industry, and we could now look for 12 miles 
per hour in city service except in their most congested sections. 

An automobile could carry, say, 1,000 pounds or more of mail 1 
mile in five minutes, 2 miles in ten minutes, 3 miles in fifteen minutes, 
and so on ; or if we allowed three minutes at each end of the route to 
get the mail in and out of the post-office, the time would be 1 mile 
in eleven minutes, 2 miles in sixteen minutes, or 3 miles in twenty-one 
minutes. 

In competition the pneumatic-tube service' would get the first 9 
pounds of mail over the same distance as follows: One mile in two 
minutes, 2 miles in four minutes, 3 miles in six minutes; but for the 



44 PNEUMATIC-TUBE SEKVICE EOR THE MAILS. 

entire 1,000 pounds it would occupy for 1 mile thirty minutes, 2 
miles thirty-two minutes, 3 miles thirty- four minutes, and would 
have used the entire capacity of the tube line to the exclusion of any 
intermediate postal stations. 

The superior efficiency of the automobile would appear to begin 
when the weight to be dispatched at one time equaled, say, 400 
pounds, or about 20,000 pieces. If the weight for dispatch at one 
time were 800 pounds, the ordinary mail wagon, at 6 miles per hour, 
would begin to show superior efficiency in moving the entire load. 

When the committee of outside experts made their report in Decem- 
ber, 1900, there were only 8.05 miles of tube line in operation, at an 
average cost of $27,610. The committee expressed the belief that the 
cost of pneumatic-tube service would be capable of very considerable 
reduction. This expectation was confirmed in the law of April 21, 
1902, which fixed $17,000 a mile a year as the maximum in cities 
where over 3 miles of service were operated. The first contracts made 
under this law were at a lower rate, and the lowest figures were 
reached in 1904, when there were 15,125 miles in operation at an 
average rate of $14,444 per mile per year. 

The committee of 1900 reported that there were no instances of 
inadequacy at that time, but at present Boston, New York, Chicago, 
and St. Louis report that there are times in the' day when all of the 
first-class mail can not be sent through the tube. These instances are 
in every case mail to or from railroad depots. 

In these cases it is cheaper and better. to send the main load by 
wagon or automobile than to provide additional tube facilities for the 
excess. The tube should take care of the supplementary mail in these 
cases, and can advance it materially. 

It has been customary in the past to mention as a distinguishing 
advantage of pneumatic-tube service the fact that it provides for a 
continuous stream of mail. This is an advantage when there is a 
continuous stream of mail in moderate quantities; but the actual 
experience is that mail accumulates slowly in the morning hours 
(except from railroad depots), while in the closing hours of the 
business day it accumulates very rapidly. The continuous stream 
is only likely to be approximated in the greatest cities, and only in 
the busiest portions of those cities. 

The committee of 1900 described the pneumatic-tube service as an 
expensive service, and it appears to be so unless one bears in mind 
the great frequency of tube carrier trips, which are made 4 per min- 
ute, or 240 per hour. Remembering that the service costs $17,000 
per mile per annum, or $8,500 one way, the rate per day per mile is 
about $25. We must bear in mind, however, that the hours of service 
are in most cases twenty hours per day, thus providing 4,800 carriers' 
trips through the tube. This represents a cost of only one-half cent 
per carrier per mile, or one-half cent in transmitting about 450 
letters 1 mile. Even on sections of the tube where the service is 
used for only a small percentage of its capacity, as between stations 
J and C in Philadelphia, the cost is nevertheless slight. For ex- 
ample, on this section, where only 392 carriers are dispatched both 
ways daily, with an average of 200 pieces for each carrier, the cost 
would be 12 cents per carrier mile, or a charge of only about one-half 
a mill per letter per mile. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 45 

The constant availability of the tube service for dispatches of mail 
at any time is a very valuable factor toward maintaining an even 
circulation of mail and as assisting toward the even employment of 
the working force. This desirable advantage could hardly be 
secured by any other method. 

Frequent allusion has been made by postmasters and others in 
regard to the freedom from interruption experienced by the tube 
service as compared with surface traffic in times of street blockades 
by parades, snowstorms, etc. This is undoubtedly true, but these 
instances are comparatively rare. 

The extreme expectations in regard to the capacity of tube service 
for transmitting first-class mail have not been realized. In this 
respect the operating companies have also learned by experience that 
safety of operation requires a greater headway or interval between 
successive carriers through the tube than was at first thought neces- 
sary. In 1897 the interval between carriers was assumed to be six 
seconds, whereas to-day it varies from thirteen to fifteen seconds. 
It is said by the American Pneumatic Service Company that by 
improved methods a system could be built by which carriers could 
be dispatched on a headway of from four and one-half to seven 
seconds, or approximately twice as fast as the present service. To 
do this, however, would require a different type of terminal appara- 
tus, larger power plants, and considerable more labor. In early 
calculations the capacity of the tube carrier was rated as 600 letters. 
It is possible to place 600 letters in one of the tube carriers, but in 
actual practice this committee has deemed it best to fix the maximum 
at 450 pieces, thus approving the ratio accepted by the departmental 
committee of 1905 in making pneumatic-tube investigation. As a 
result of these several modifications, our estimate of the tube capacity 
one way per hour is now 108,000 pieces instead of 360,000 pieces as 
was predicted in 1897. 

APPROXIMATE COST OF PURCHASE. 

The cost of purchase of the pneumatic-tube system would, of course, 
be the lowest price fixed by the owners and acceptable to the pur- 
chaser. The American Pneumatic Service Company have expressed 
their willingness to have the price fixed by agreement with represent- 
atives of the Government, or, in case of disagreement, by arbitration. 
They state the total cost of their system, including in part stock and 
bonds at par, as $7,093,557.69, and in reply to our question as to the 
actual cost of construction, they say that from their books it appears 
to be $5,526,822.43. In connection with the last-mentioned amount, 
the American company further explains that the Chicago, Boston, and 
St. Louis systems cost in excess of the actual cash cost of construction 
$825,451.71, which was the cost of experimentation, securing fran- 
chises, legal services, official salaries, and other corporate charges, a 
substantial portion of which was paid in cash and the balance in stock 
of the American company. They can not establish at this day the 
actual cash value of the stock which was issued at the date it was used, 
but assume that in the item of $825,451.71 the cash equivalent would 
be more than enough to make the actual cost of the entire system in 
cash or its equivalent in excess of $6,000,000. They further state that 
the figures just quoted take no account of the value of the patents 



46 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

of the American company, which, in the opinion of competent 
counsel, constitute practically a complete monopoly of pneumatic- 
tube systems, some of these patents having cost the company a very 
large amount to acquire. They add, furthermore, that the figures 
just quoted contain no estimate of the loss of dividends on the stock- 
holders' investment during the construction of the systems or the 
expected profit from the pioneer's risk. 

In order to attempt an approximation of the cost of purchase in 
advance of any possible negotiations such as the company suggest, it 
seems advisable to analyze these amounts somewhat, in order to bring 
out the lowest minimum price that can be approximately substan- 
tiated in comparison with the price as first submitted by the company. 

The pneumatic-tube system is regarded as consisting of (a) the 
equipment or physical property in the tube line, terminal machinery, 
etc.; (b) the patents; and (c) the franchises. 

As the last two items are not so tangible as the first, it seems best 
to give them primary consideration. 

FRANCHISES. 

If the pneumatic-tube companies were disposing of their system to 
private parties, the franchises would certainly be deemed of value; 
but it may be said that the Federal Government is the one purchaser 
to whom the franchises would represent nothing of value; in fact, it 
is practically conceded by the representatives of the American Pneu- 
matic Service Company that the Federal Government would occupy 
a preferential position in obtaining franchises of this character from 
the States or municipalities. 

TATSNTS. 

The American Pneumatic Service Company submit a schedule of 
125 patents owned or controlled by them which are used in the per- 
formance of the pneumatic- tube mail service. They say they can 
not determine the cost to the company of each patent; that a large 
number of them are inventions of skilled inventors in the employ of 
the company, others acquired at a very large expense from outsiders, 
and still others acquired in connection with the purchase of other 
property. The American company claims that in its territory it con- 
trols a complete monopoly of the patents essential for the perform- 
ance of pneumatic-tube mail service. 

A critical examination of this sweeping claim made by the com- 
pany would require expert legal assistance which this committee has 
not had at its command, and would no doubt require a long time for 
examination and determination. 

However, it should be mentioned that a competing company i. e., 
the United Store Service and Tube Company, of 921 Tremont Build- 
ing, Boston. Mass., has stated to this committee, through its presi- 
dent, Mr. Arthur S. Temple, that it controls independent patents 
which would enable it to operate a pneumatic-tube mail system with- 
out regard to the American Pneumatic Service Company or the 
Batcheller Pneumatic Tube Company. Mr. Temple also said that 
his company (which was established June, 1907) was prepared to 
make proposals to the Government for the construction of 8-inch 
pneumatic-tube equipment, including all necessary terminal machin- 
ery, and had not heretofore made any such formal proposition to the 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 47 

Government because the Government had not issued any advertise- 
ment calling for bids for pneumatic-tube service since the incorpora- 
tion of the United Store Company." He further exhibited to the sub- 
committee an experimental 8-inch plant over 400 feet long, in Boston, 
and it operated successfully during the experimental tests that were 
made. 

There have also appeared before the subcommittee representatives 
of the United States Pneumatic Company, of 74 Broadway, New 
York City, with a definite proposition for constructing for operation 
or for sale an 18-inch mail tube between the general post-office and 
the Union Station at Washington, D. C. They say that the terminals 
and carriers will be operated under patents owned and controlled by 
the United States Pneumatic Company. The system is operated on 
the vacuum principle, for which they claim certain advantages. 
They also express their readiness and willingness to increase or de- 
crease the diameter of the tube, and say they are ready to bid on the 
construction of mail-tube systems in any city where the Government 
may plan to adopt pneumatic-tube service for the handling of United 
States mail. 

We understand that there is also another company called the 
Universal Pneumatic Tube Company of Chicago, which has been 
operating a 6-foot diameter conduit in which a car carrying pas- 
sengers is propelled by air pressure and vacuum in one of the pleasure 
parks of Chicago. We also understand that this same company has 
given demonstrations of pneumatic-tube service by using 16-inch and 
24-inch tubes by vacuum system. No formal proposition, however, 
has been received by this committee from the Universal Pneumatic 
Tube Company. 

Pneumatic tubes have been in use for a great many years both in 
foreign countries and in the United States, and it is believed by this 
committee that the process of propelling an object through a tube by 
air pressure or suction is common property and that no patent pre- 
vents the free use of the basic principle. The patents scheduled by 
the American Pneumatic Service Company appear to relate to par- 
ticular patterns of bent pipes, to particular patterns of receivers and 
transmitters, and to particular patterns of tube carriers ; and it is our 
opinion that many of these patents cover merely minor variations of 
method, and are held not so much for use as for protection against 
conflicting patents. 

In view of all the circumstances recited above, one is not warranted 
in accepting without question the claim of the American Pneumatic 
Service Company that they control an absolute and complete 
monopoly of the patents necessary for the purpose of a pneumatic- 
tube mail service. 

VALUE OF EQUIPMENT. 

The cost of the equipment, consisting of the tube line proper, the 
terminal machinery, and the power plants must be ascertained by in- 
cluding not only the value of the physical property itself, but also in 
the case of the tube line the cost of construction, which would include 
trench digging, laying of pipe, repaving, etc.; and in the case of 
terminal machinery and power plants, the cost of placing it in posi- 
tion and arranging for its adjustment and connection with the tube 
line. 



48 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



company's and committee's estimates. 

The actual cost of constructing the system belonging to the Ameri- 
can Pneumatic Service Company is stated by the company to be as 
follows : 

New York, N. Y., and Brooklyn, N. Y $4, 534, 890. 02 

Chicago, 111 512, 149. 51 

Boston, Mass 375, 929. 06 

St. Louis, Mo 103,853.84 

Total 5, 526, 822. 43 

The American company, in connection with their statement that it 
would cost 15 to 25 per cent more to reproduce the tube lines at the 
present day, was requested to submit a detailed statement, by cities, 
as to the cost of reproduction, and has done so by a statement of their 
chief engineer, Mr. B. C. Batcheller, based on the items of (a) station 
equipment, (b) street material, (c) street work, and (d) engineering, 
office, and miscellaneous expense, with the following result : 



City. 


Miles. 


Cost. 


Rate per 
mile. 




21. 7284 
9.18 
6.89 
2.09 


$1,803,457.20 
573, 364. 46 
450,123.10 
139,589.42 


$83, 001 
62, 458 
65,329 
66,789 










Total 


39. 8884 


2, 966, 534. 18 


a 74, 367 





Average. 

One of the duties imposed upon this committee was the ascertain- 
ment of the approximate cost of installation as an alternative to 
the approximate cost of purchase, and in order to fulfill this duty the 
committee obtained estimates from contractors for street work in 
each of the cities, and also obtained estimates regarding the cost of 
pipe, terminal machinery, and power plants. Such approximate 
estimate has been made with due regard to the diversity of condi- 
tions encountered, and the result is believed to fairly represent the 
cost of the work at the present day in the cities where the service is 
now in operation and does not include any allowance for franchises 
or patents. The committee's estimate of the cost of construction, 
including installation, is as follows : 



City. 



Rate per 
mile. 



New York and Brooklyn, N. Y 

Chicago, 111 

Boston, Mass 

St. Louis, Mo 

Total 



20. 65 
7.41 



$1, 566, 557 
364,994 
447,521 
107,464 



$75, 862 
49,257 
64, 952 
50,989 



2, 486, 536 



a 67, 131 



Average. 



Philadelphia, Pa. — The purchase price of the Philadelphia pneu- 
matic-tube system is stated by the Pneumatic Transit Company to 
be $1,390,000, this representing, as the company says, the value of 71 
patents, together with the equipment of the system, on the basis of 
8.21 miles. This mileage includes a line from the general post- 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



49 



office via Southwark to Station D, 1.915 miles, which went into 
operation on November 23, 1908, and it also includes the proposed 
line from general post-office to Reading Terminal, 0.2738 mile, which 
has not yet been built. As regards the original cost of construction, 
the company states the amount to be $601,730 for the 8.21 miles, and 
they add to this the cost of alterations and losses in operation, 
$108,254, making a total actual cost, according to their statement, of 
$709,964. 

The remarks made above in alluding to the American Pneumatic 
Service Company in relation to the assumed value of franchises and 
patents would apply in like measure to the Pneumatic Transit 
Company. 

As regards the actual cost of construction or reproduction, the esti- 
mate made by your committee is $389,174 for the 6.02 miles in opera- 
tion previous to November 23, 1908. Taking the original cost of 
construction as stated by the company, $601,730, we find their esti- 
mate represents an average of $73,299 per mile, while the commit- 
tee's estimate for 6.02 miles would represent $64,607 per mile. There 
should be no considerable difference between the items in the commit- 
tee's estimate and the items in the company's estimate, because the 
major portion of the mileage in Philadelphia (6.56 miles out of a 
total of 8.21) has been constructed within the past year and a half. 

Summary. — For convenience of reference, it is deemed well to state 
in tabular form in parallel columns the total cost of the pneumatic- 
tube systems as stated by the companies, the net cost as stated by 
them, the cost of reproduction of the American system as estimated 
by their engineer, and the approximate cost as estimated by your 
committee. 

Approximate cost and construction (or reproduction) of the several pneumatic-tube sys- 
tems as stated by companies and as estimated by committee. 



City. 



Total cost 
claimed by- 
company. 



Actual cost of 
construction, 
etc., as claimed 
by company. 



Length. 



Cost of present 

reproduction, 

company's 

estimate. 



New York and Brooklyn, N. Y. 

Chicago, 111 

Boston, Mass 

St. Louis, Mo 



Total 

Philadelphia, Pa. . 



$5,276,173.57 

1,036,154.04 

510, 076. 77 

271, 152. 71 



$4, 534, 890. 02 
512, 149. 51 
375, 929. 06 
103, 853. 84 



Miles. 
21.72 
9.18 



$1, 803, 457. 20 
573, 364. 46 
450, 123. 10 
139, 589. 42 



7, 093, 557. 69 
1, 390, 000. 00 



5, 526, 822. 43 
a 601, 730. 00 



2, 966, 534. 18 



City. 



New York and Brooklyn, N. Y. 

Chicago, 111 

Boston, Mass 

St. Louis, Mo 



Total 

Philadelphia. Pa 



Length. 



Miles. 
20.65 
6 7.41 



37.04 
6.02 



Cost of 
construction 

committee. 



SI, 566, 557. 00 
364, 994. 00 
447,521.00 
107, 464. 00 



2, 486, 536. 00 
389, 174. 00 



Rate per mile for reproduction. 



Company. 



$83,001.00 
62, 458. 00 
65, 329. 00 
66, 789. 00 



e 74, 367. 00 
73, 292. 00 



$75, 862. 00 
49, 257. 00 
64, 952. 00 
50, 989. 00 



c 67. 131. 00 
64, 647. 00 



c 66, 783. 00 



a This does not include alterations and losses in operation, $108,254. 

b This does not include the general post-office and Kinzie Station line, 1.77 miles, not in operation. 

c Average. 

H. Doc. 1220, GO-2 4 



50 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

DEPRECIATION. 

Aside from the items that have already been dealt with under the 
heading "Approximate cost of purchase," it would be appropriate 
in any negotiations that were conducted with the view of purchase 
to deal with the question of depreciation of equipment since its 
original installation. This is difficult to estimate, but the testimony 
received by the committee would indicate the propriety of an allow- 
ance of from 3 to 5 per cent per annum for depreciation of tube line, 
and from 5 to 10 per cent per annum for depreciation of machinery. 
This would have a very material bearing upon the value of the pres- 
ent equipment, a half mile of which has been in use as long as fifteen 
years and 8 miles for about eleven years. 

APPROXIMATE COST OF INSTALLATION. 

The approximate cost of installation as called for in the congres- 
sional inquiry is fairly well represented by the estimate of the com- 
mittee quoted above, viz, $2,875,710 for a total of 43.06 miles plus the 
cost of the new line just opened in Philadelphia (1.915 miles), 
$123,819, making a total of $2,999,529 for 44.975 miles of service now 
in operation. 

COST OF MAINTENANCE AND OPERATION. 

The committee has found it extremely difficult to compute satis- 
factorily the cost of maintenance and operation. The natural 
process would be to obtain an itemized statement from the contract- 
ing companies to cover the average cost of maintenance and operation 
for several years, and, after verifying as far as possible the several 
items, compute the modifications which might be allowable on each 
item of governmental ownership or operation. 

The statements in this respect submitted by the companies do not 
cover more than one year and are not uniform as regards the items 
included. In some cases depreciation is accounted for, but merely 
as an estimate, the contracting companies allowing a 5 per cent an- 
nual charge for this account in Boston, Chicago, and St. Louis, but 
omitting any estimate regarding depreciation in New York and 
Brooklyn. In Philadelphia the operating company makes a charge 
of 3 per cent for depreciation. 

In the companies' statements regarding the cost of maintenance 
and operation no charge is made to cover the item of taxes or the 
item of interest on the investment. 

The item of repairs is subject to great fluctuation, there being con- 
ditions arising in certain years that might lead to very heavy out- 
lays, and yet be at the same time of special character not likely to be 
encountered in another year. This would include such cases as the 
necessary reconstruction in Boston on account of the municipality 
building subways; or the instance in Chicago where the street rail- 
way tunnel under the river was blown up by the War Department: 
or still other cases, where the brass bends in the earlier construction 
soon wore out and had to be replaced by cast-iron bends. 

Another unusual and sometimes heavy item of expense is caused by 
the obligation which the contracting companies have of changing the 
line of the tube to conform to changes made by the Post-Office Depart- 
ment in the location of postal stations. There have been two changes 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



51 



of this character in Philadelphia, two changes in Chicago, and five 
changes in New York City. 

A heavy item which would naturally be placed under the head of 
operation expenses is the renewal (including repairs) to tube carriers. 
These carriers, although made of steel, have a comparatively short 
life, as they are not expected to cover more than 10,000 miles before 
the bearing rings are worn down and must be replaced, and after two 
replacements of rings the carrier as a rule is not fit for further use. 
The carriers therefore go out of use after about two years' employ- 
ment, and it seems fair to charge in this case about 50 per cent for 
depreciation, and in addition thereto a further charge for repairs. 
Such replacement of equipment might be charged to maintenance or 
might be charged to capital account ; but being so directly the result 
of operation, we would naturally classify it under that head. The 
importance of this item may be appreciated when it is understood that 
the several systems use altogether about 3,700 tube carriers, which, 
at the rate of $20 apiece, would represent a total investment of almost 
$75,000. The many experiments that have been made by the com- 
panies' engineers with the view of increasing the durability- and 
security of the carrier are to a great extent represented in the variety 
of carriers that are now in use in the several cities. An acceptable 
standard of carrier is still to be developed in which will be found the 
highest degree of durability and security coupled with interchange- 
ability as between one tube line and another, and in addition to this 
an easily operated fastening for the cover, and a method of legible 
labeling. 



COST OF ONE YEARS OPERATION. 



The statements submitted by the operating companies have been 
tabulated in comparison with the mileage used in the systems, and the 
result for one year is shown in the following table : 

Cost of maintenance and operation of pneumatic-tube systems according to 
companies' statements for *'ear ended March 31, 1908. 





Boston. 


New York 

and 
Brooklyn. 


Chicago. 


St. Louis. 


Philadel- 
phia."* 




6.89 
8 
13 
9 
945 
20 


7.00 

8 

11 

10 

1,000 

&19 


7.41 
7 
11 

7 

1,050 

c20 


2.09 
3 
4 
2 
195 
20 


6.02 




7 




12 




17 




476 




<* 20 








$6, 235. 89 
42, 119. 44 
26, 662. 33 
18, 796. 45 
(<) 


$18, 027. 42 
37,000.36 
54,245.71 

(«) 

(<) 


$11,451.38 
42,669.36 
26, 240. 18 
25, 607. 47 
(«) 


$6,643.67 
12, 808. 32 
4, 952. 76 
5, 192. 69 
( e ) 


$6, 577. 46 




31.289.52 


Power 


21,356.50 




/ 21, 299. 52 




(«) 




Total 


93, 814. 11 


109, 273. 49 


105, 968. 39 


29, 597. 44 


80,523.00 






13, 615. 98 


15, 610. 49 


14,300.12 


14, 161. 45 


13, 375. 91 







"This is based on six months' figures — January 1 to June 30, 1908. (Depreciation 
3 per cent.) The expense of maintaining and repairing carriers is estimated at $20 per 
year as compared with $14 in other cities, principally because of the smaller number of 
carriers employed. 

6 New York general post-office to Station P, seventeen and one-half hours. 

e Illinois Central depot to Stock Yards, thirteen hours. 

d Philadelphia general post-office to Bourse, nine hours. 

• Not stated. 

t 3 per cent. 



52 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



Inasmuch as the items of depreciation, taxes, and interest are not 
uniformly stated, it will be helpfu] to concentrate our attention 
upon the items of operation (including all repairs), power, and 
general -expenses. These items are shown in the following table, 
reduced to the average mile in each city, and the ratio which each 
of these items bears to the total outlay for the three items combined 
is indicated at the foot of the table. 



Cost of maintenance and operation per mile per annum according to companies 1 
statements for the year ended March 31, 1908, excluding taxes, interest, and 
depreciation. 





Boston. 


New York 

and 
Brooklyn. 


Chicago. 


St. Louis. 


Philadel- 
phia. 




$6,258.26 

3, 869. 71 

905. 06 


$5, 285. 77 
7, 749. 40 
2, 575. 34 


$5, 758. 35 
3, 541. 18 
1, 545. 34 


$6,128.40 
2,369.71 
3, 178. 75 


$5,197.59 
3,547.69 
1,092.60 








Total 


11, 033. 03 


15, 610. 51 


10, 844. 87 


' 11,676.86 


9, 837. 78 






The items as stated are in the following 
ratio: 
Operation, including all repairs 


Per cent. 
56.7 
35.3 
8.2 


Per cent. 
33.8 
49.6 
16.4 


Per cent. 

53.0 

32.7 

' 14.2 


Per cent. 
52.4 
20.3 
27.2 


Per cent. 
52.8 
36.1 




11.1 







It will be noted in studying the percentages quoted above that 
there is a close correspondence in regard to the cost of operation, 
including repairs, in all of the cities except New York, the average 
ranging from only 52.4 per cent to 56.7 per cent; in New York the 
percentage is 33.8, and we are unable to account for the difference, 
and feel obliged to assume that it is probably to be explained by the 
system of bookkeeping rather than by any actual lower rate of oper- 
ation or repairs. The cost of this item in New York would naturally 
be somewhat greater than in other cities because of the higher price 
of labor and more active use of the system, and probably greater 
difficulty in making repairs. 

In the item of power there is close correspondence between the 
percentage in Boston, Chicago, and Philadelphia, i. e., 35.3, 32.7, 
and 36.1 per cent, while the cost of power in New York is repre- 
sented by 49.6 per cent. We have inquired into this, thinking at 
first there might be a clerical error on the part of the company in 
stating the amount in New York. This does not appear to be the 
case, but there is evidently an excessively heavy charge for steam 
power purchased at the Madison Square Branch, the charge there 
($29,000) being,- we believe, from 30 to 50 per cent too high. The 
low percentage of cost of power at St. Louis (20.3 per cent) is 
explained by the fact that all the power there is steam power pur- 
chased at cost from the Government. 

In the item of general expenses the operating companies have not 
undertaken any analysis, and while we would naturally expect a 
similarity in the amount charged for inspection and supervision in 
cities having about 7 miles of service, there are other incidental 
items which might vary greatly, such as taxes and percentages to 
municipalities, salaries, legal expenses, etc. In the case of St. Louis 
the ratio of general expenses is extremely high (27.2 per cent). 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



53 



This can be partly accounted for by the small mileage operated 
(company estimate, 2.09 miles; department estimate, 1.85 miles). It 
is also explained in part by an item of legal expenses, $2,500, during 
the year ending March 31, 1908, this single amount representing 
over 37 per cent of all general expenses in that city. 

ANALYSIS OF OPERATING EXPENSES BY SYSTEMS. 

We have attempted an analysis of the item " Operating expenses, 
including all repairs," on the basis of information received from 
several sources. It is said, for instance, that tube carriers are en- 
tirely worn out and unfit for further use at the end of about two 
years, and some testimon}* has even fixed one year as representing 
the full life of the carrier. They will usually stand new bearing 
rings twice during this time, and other repairs have been approxi- 
mated so that it seemed entirely fair to fix an expense per annum 
of $14 per carrier in all of the cities except Philadelphia, and in 
that city $20 per annum, in view principally of the smaller number 
of carriers employed. 

The expense of operating labor has been fairly well approximated 
by detailed reports from postmasters as to the number of men em- 
ployed and their wages. The result is shown in the following table, 
by systems: 



Detailed items. 



New York 

and 
Brooklyn. 



Chicago. 



Philadel*- 
phia. 



Miles used in estimate 

Operators at terminals 

Carrier repairs and renewals 

Repairs, tube and machinery 

Total operation, including all re 

pairs 

Power *. 

General expenses 



817, 482. 00 
13, 230. 00 
11, 407. 44 



$20, 984. 00 
14, 000. 00 
2,016.36 



816, 432. 00 
14,700.00 
11,537.36 



$4, 024, 00 
2, 730. 00 
6, 054. 32 



42, 119. 44 
26, 662. 33 
6, 235. 89 



37, 000. 36 
54, 245. 71 
18, 027. 42 



42, 669. 36 
26, 240. 18 
11, 451. 38 



12, 808. 32 
4, 952. 76 
6, 643. 67 



812,060.00 
9, 520. 00 
9, 709. 52 



31,289.52 
21, 356. 50 
6, 577. 46 



In order to provide a closer comparison upon a somewhat even 
basis, these amounts have been further reduced to the rate per mile 
as exhibited in the following table : 



Detailed items. 


Boston. 


New York 

and 
Brooklyn. 


Chicago. 


St. Louis. 


Philadel- 
phia. 




6.89 


7.00 


7.41 


2.09 


6.02 








$2, 537 
1,920 
1,656 


$2, 997 

2,000 

289 


82, 217 
1,983 
1,558 


$1,925 
1,806 
2,396 


82,003 
1,581 
1,613 








Total operation, including all repairs. 


6,113 

3,869 

905 


5,286 
7,749 
2,575 


5,758 
3,541 
1,545 


6,127 
2,371 
3,178 


5, 197 
3,547 
1,093 








10,887 


15, 610 


10,844 


11,676 


9,837 







54 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



A further and even more helpful illustration is produced by work- 
ing out these amounts in their percentage relation to the maximum 
pay allowed by law per mile — $17,000 per annum. 

Ratio of operating expenses to maximum pay of $11,000 per mile per year. 



Detailed items. 


Boston. 


New York 

and 
Brooklyn. 


Chicago. 


St. Louis. 


Philadel- 
phia. 


Operators 


Per cent. 
14.92 
11.29 
9.73 


Per cent. 
17.63 
11.76 
1.7 


Per cent. 
13.04 
11.67 
9.16 


Per cent. 
11.32 
7.68 
17.04 


Per cent. 
11.78 




9.18 




9.48 






Total 


35.94 
22.76 
5.32 


31.09 

45.58 
15. 15 


33.87 
20.83 
9.09 


36.04 
13.94 
18. 69 


30.44 


Power 


20.86 




6.42 


Total operation per mile (includ- 




64.02 


91.82 


63.79 


68.67 


57.72 







A little study of this table convinces one that the average of oper- 
ating expenses, including power and general expenses, are best rep- 
resented in the figures for Boston and Chicago so far as the Ameri- 
can Pneumatic Service Company's system is concerned, and in order 
to establish a general average, it is deemed fitting to combine with 
these two cities the figures furnished from Philadelphia, where the 
operation is in charge of the Pneumatic Transit Company. 
. The average of the several items in these three cities is shown to be 
as follows: 

Boston, Chicago, and Philadelphia combined. 



Rate per 
mile. 



Operators 

Tube carriers 

Repairs, tube line and machinery 

Power . 

General expenses 

Total 

Leaving balance for taxes, depreciation, and interest 

Total 



13.25 
10.71 



21.48 
6.94 



61.84 
38.16 



$2,252 
1,828 
1,609 
3,653 
1,183 



10,525 
6,475 



We believe that this average of $10,525 per mile (exclusive of taxes, 
depreciation, and interest) would fairly represent the average cost of 
performing the service in all of the cities (Boston, Chicago, Phila- 
delphia, and St. Louis) , but we do not think it would be practicable 
to apply this same average to New York and Brooklyn in combina- 
tion. In that case (after careful consideration) we are inclined to 
make an allowance of 33 per cent increase for operating labor on 
account of the busier character of the line and the probable higher 
rate of wages; 10 per cent additional for the cost of repairing and 
renewing tube carriers on account of more active use of the line ; 10 
per cent increase for the cost of repairs to tube line and machinery, 
for the reason just given and also because of the greater extent of the 
congested district than in other cities ; 25 per cent more for power on 
account of the more active use of the line, and probably higher cost 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



55 



of fuel; and 10 per cent increase in general expenses, mainly on ac- 
count of the higher wages for inspectors and supervisors. The result 
of these allowances would make the calculation for New York and 
Brooklyn combined as follows: 



Average 

cost per 

mile. 



New York 
rate. 



Operators 

Tube carriers 

Repairs, tube line and machinery 

Power 

General expenses 

Total 



82, 252 
1,828 
1,609 
3, 053 
1,183 



$3,003 
2,010 
1,770 
4,566 
1,301 



10,525 



12, 650 



1 Estimated average. 



The cost of operation, including the items above specified in New 
York ($12,650), would represent 74.4 per cent of the annual rate of 
pay ($17,000), thus leaving 25.6 per cent, or about $4,350, as a bal- 
ance to cover taxes, depreciation, and interest. 



ANNUAL COST OF MAINTENANCE AND OPERATION UNDER GOVERNMENTAL 

OWNERSHIP. 

In dealing with this phase of the matter we have assumed that the 
General Government would be entirely relieved of any charges for 
taxes (state or municipal), or percentages, or other license fees. In 
regard to interest upon the capital invested, it would seem somewhat 
questionable as to whether any charge of this kind should be made, 
inasmuch as the revenues of the Government are raised from taxa- 
tion, and it is seldom that bonds are issued and sold for specific out- 
lays. However, in the following table we have restated the com- 
mittee's estimate of the approximate cost of constructing the tube line 
and machinery, so that if it be desired to make a charge of this kind 
it can be very readily done. 

Under the head of " Depreciation " we have assumed an annual 
charge of 3 per cent on the tube line and an annual charge of 8 per 
cent on the machinery ; but inasmuch as the depreciation is calculated 
upon the approximate cost of a new line and of new machinery, it is 
made conditional that the companies should first make good the 
accrued depreciation. If this were not done, it would be necessary to 
increase the rate for the first years of governmental operation to 
include this additional amount. 

Inasmuch, however, as the costs of the pneumatic-tube systems, as 
stated by the companies, both as to actual expenditure and as to total 
cost, are far in excess of the committee's calculations, we have ex- 
tended the cost of operation under both of these heads by charging an 
annual rate of 3 per cent, so as to show the effect upon the annual cost 
of operation by the Government if a purchase were made at either of 
the amounts stated by the companies. 



56 



PNEUMATIC-TUBE SERVICE EOR THE MAILS. 



Estimated annual cost of maintenance and operation per mile under govern- 
mental ownership. 

[Depreciation and interest computed upon both committee's and companies' figures in 

comparison. ] 



Item. 


Boston. 


New York 

and 
Brooklyn. 


Chicago. 


St. Louis. 


Philadel- 
phia. 


Mileage used in estimates: 


6.89 
6.89 


20.65 
21.72 


7.41 
9.18 


2.09 
2.09 


6.02 




8.21 






1. Committee's estimate: 

Construction cost per mile of tube line 


$42,609 
16,438 


$53,474 
15,006 


$33, 422 
11,382 


$32,735 
14, 439 


$31,132 
27,637 




Total 


59,047 
54,561 
74,030 


68, 480 
208, 788 
242,871 


44,804 
55,790 
112,871 


47,174 
49,690 
129,713 


58,769 


2. Company's statement (actual cost per mile in 


73,292 


3. Company's statement (total cost per mile on 


169, 306 






4. Operation (estimated cost per mile per year, 

including power, repairs, general expenses). . 

5. Allowance for increased wages, shorter hours, 

etc., under government ownership, i.e., 20 


10,525 

507 


12,650 
595 


10,525 
442 


10,525 

385 


10,525 

400 








11,032 

1,278 
1,314 


13,249 

1,502 
1,200 


10,967 

1,002 
910 


10,910 

981 
1,154 


10,925 
933 


Depreciation, committee's estimate: 




2,210 




6. Total cost of operation, including future cost of 
depreciation, and conditioned upon the com- 
panies first making good the accrued depre- 


13,624 
13,624 
14,073 


15,951 
20,160 
21,183 


12,879 
13,209 
14,941 


13,045 
13,120 
15,521 


14,068 


Add 3 per cent interest on excess of item No. 2 


14,504 


Add 3 per cent interest on excess of item No. 3 


17,384 





PROBABLE RELATIONS BETWEEN GENERAL GOVERNMENT AND MUNICI- 
PALITIES. 

In September letters were addressed to the mayors of Boston, New 
York, Philadelphia, Chicago, and St. Louis to elicit opinions from 
the mayor and the city counsel as to the relations that would exist 
between the municipal and the Federal Government in the event of 
the latter owning and operating the pneumatic-tube systems. 

Replies have been received from all except Philadelphia. The re- 
plies are transmitted with this report. The opinions, as expressed, 
reveal no obstacle or difficulty in connection with the matter. It is 
suggested that if the Government sought to open the streets and lay 
tubes, it should be by formal license from the municipality and sub- 
ject to reasonable restrictions in the nature of police regulations. 
There is no suggestion that there would be any propriety in levying 
charges for such privileges if the Federal Government acts in its own 
person and not through contractors or private corporations. The 
opinion of the mayor of New York is especially cooperative and he 
tenders his assistance in every way to secure any requisite state or 
municipal legislation, believing it to be of the greatest importance 
that the citizens of New York should have the latest and most modern 
appliances to facilitate the transmission of the mail. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 57 

TUNNELS AND SUBWAYS. 

In accordance with the personal suggestion of the Postmaster-Gen- 
eral, particular inquiry was made to ascertain if it would be feasible 
to use tunnels and subways already existing, or to be constructed by 
municipalities for passenger or freight traffic, so as to reduce the ex- 
pense of installing pneumatic tubes in the future. It appears, how- 
ever, that there is little if any opportunity for action in this direction 
in any of the cities. In Boston the tubes are already laid in the sec- 
tions where the passenger subways are built. In New York, where it 
appeared most probable that such opportunities could be found, it 
was learned from the public service commission that the only pipe 
gallery existing is a short one in connection with the Delancey Street 
Bridge. This would not fit in with any present scheme of pneumatic- 
tube extension. It is understood that there is a possibility in New 
York of laying tubes in the arches of the present passenger subways, 
but this would be subject to the consent of the Interborough Rapid 
Transit Company (the operating company) and the approval of the 
municipal board of estimate and apportionment, and no doubt the 
Interborough Company would expect adequate compensation. In 
this connection it must be remembered that the difficulty of laying 
tubes and subsequently of repairing them would be extremely great 
in view of the almost constant traffic through the tunnels, leaving 
very few and very short intervals even at night or on Sundays for 
work of this character. 

DOCUMENTS, PAPERS, ETC. 

Accompanying this report we transmit all papers in any way essen- 
tial for further consideration of the subject, these including detailed 
statements of postal statistics for each of the cities, testimony from 
persons having useful information, the responses from the mayors of 
the municipalities affected, and the responses from the pneumatic- 
tube companies. 

Respectfully submitted. 

subcommittee. 

Joseph Stewart, 
Second Assistant Postmaster-General, Chairman, 
V. J. Bradley, 
Superintendent Railway Mail Service, 
E. M. Norris, 
Assistant Superintendent, Division of Salaries and Allowances. 

J. M. Masten, 
Assistant Superintendent Railway Mail Service, 



58 



PNEUMATIC-TUBE SEEVICE FOR THE MAILS. 



'§ 
fe 








Tube 
carriers 

dis- 
patched 


! 


ssss 


1 


£ 


CO 






Si 

03 
O 
.& 

*s 

>> 

I 


1 
1 

o 


If 










COCN 
















00 C* 








it 


^ ffl 












£3 


ON'"* 












1 


COxj 




















•* to 


CS"OT-<f INO 




1 

o 
rfH 

1 

X) 

s 

ft 












COCO 






1 
1 


tA CO coo 
S CO COO 

S coc^i 5 










m 
w 

< 

o 


Eh 


^0000000 


"I 
a 

1 
"3 

o 
O 




§' 








OO 
iOO 




O 


03 


<NOO 












t 

Eh 


§Ht-IHNIMNIN 




s 

5 


lO ICO 
00 CO iccx Of 

O ' '.-ir-ir-ir-H 






'3 

I 
-2 
-a 




c 

c 

a 

< 

p. 

C 

|z 

c 

1 

c 
c 

p 

1 

C 


c 

1 
c 
a 

c 
c 
1 

i 

c 


c 

| 

a 
? 

e 

a 
c 


4 

c 

.: 

u 
c 

e 

2 

5 
1 


1 

! 

c 
PC 

c 

c 

1 


a 

c 
c 

c 
■*> 

1 

a 

i 

1 


c 
c 

a 

PC 

*■ 

1 
-7 

+. 



1 


' 



HrtSUJlflll^Ufnr 



C35CT>t^t^t^b-CO-*-*COCO 



00 CO CO CO CO O) i-4 tP OS OJ • <N <>» O 
H r-l CO CO CO CO t~ CO t~t~ 'CNCNO 



leeeeeesec 



CfCOOOiO • -oo 



i~COCOiO»OiO'OiO»0'OiOiO»A»OiO«5 






S^fMOOOOO-^OOOOOOOOOiOOJCO 
g(MIM(NCOCOCO(MCOCOCOCOCOCOCOeOCO(N<MCO 






<N00C0O000i0500<MOt~ 



•NNTii^HHcoteoocooNioio^Hiog 

".-H CN »Hr-iCO HNHNIO"3H1C10h9 
^ r-l (N CO <N i-H CN) i-t 1-1 CM (N CN CJ CN rH U5 i-I CCCN 



OcOOCOC55C350iOCOt^COt^COCOcMlCCMlOiO 
jJtDfNOlOOOOlOHHHH^OlCOOl^tDW 



Si ills 



j o3C c3 e3 cS H o S^^-g 

^g-S-SS-SelS- 2 - 2 .© 

! 0"3 a a a d !£ a a a a 
1 .2 £ .2 .2 .2 .2 S .2 .2 .2 .2 

CQ O Cfl CQ CQ CQ Eh oa CQ CQ OQ 



S^ S3 

CD O O 

o 053 

Is? 

§S§ 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



59 



^Spn* 



§$««g 



sT 



i^g 



n<oo<ooooo 

gHINHCONH 



, <M CO OC j^ r-> sj 



■^-S a** a** 

"oS " a "3 fl"3 

J® «-2 g-2 © 
PQqqOcqO 



9*8 



2883$$ 



~: o © © o o © 

£ co co co co co co 



22S 



•0 2 CO CO " ^ CN 

§ r-l iH <N (M CN O 






2*2* 



• <D C O 

:og2, 

.SI?* 



? -2 ? g c .2 

ft+* ft ® ep co 






o o 
a> © 



60 



PNEUMATIC -TUBE SERVICE FOR THE MAILS. 



Statistics of general post-office and postal 
[Daily average, on basis of 6 week days.] 
BOSTON, MASS. 



Postal stations. 


Popula- 
tion. 


Postage 
receipts 
for year 
ended 
June 30, 
1908. 


Clerks. 


Car- 
riers. 


Collec- 
tions 
daily. 


First-class mail 

handled daily 

from— 


Deliv- 
eries 
daily. 




Collec- 
tions. 


Drops. 


Central post-office 

North Station 


223,200 
38,000 


$2,855,530.00 
171,163.00 


764 
62 
40 
49 
23 
21 
9 
29 


218 
28 
3 
45 
51 
56 
30 
38 


18 
17 

20 
20 
12 
9 
7 
11 


Pieces. 

271,117 
21,466 
25,083 
66,125 
24,395 
22,600 
6,523 
41,182 


Pieces. 
361,721 
11,944 


4-^-7 
4-6 




Essex Street Station 


100,000 
65,000 
70,000 
34,000 
40,000 


374,466.66 
144,411.00 
93,217.00 
37,001.00 
192,378.00 


38,328 
2,080 
2,550 
1,191 

32,102 


4-7 
4 
4 
4 

6-5 


Roxbury Station 


Back Bay Station 


Total 


570,200 


3,868,166.00 


997 


469 




478,491 


449,916 






Total whole city . . 


1,040,400 


5,348,264.00 


1,480 


1,230 


655,079 


508,778 





NEW YORK. N. Y. 



Station A 


155,211 
300,000 
224,680 
150, 500 
188, 500 
47, 000 
160,000 
86, 713 
67, 060 
178,375 
120, 000 

242,000 


$524,445.38 
668,372.23 
805,225.16 
248,157.86 
325, 692. 66 

1,094,356.58 
697, 010. 42 
358, 003. 70 

1,148,608.29 
233,303.47 

1,280,109.11 

657, 294. 30 
825, 515. 04 

6,255,816.29 


51 

72 
80 
34 
50 
87 
72 
45 
80 
35 
67 

74 
387 

422 


57 
86 

123 
79 
99 
64 
97 
43 
65 

104 
91 

100 


24 
32 
28 
24 
15 
32 
30 
33 
32 
28 
28 

24 


Pieces. 
71,479 
84,391 
90,395 
54,368 
40, 782 
63,083 

127,667 
41,444 
94,433 
58,915 
68,919 

83,962 


Pieces. 
25,015 
64, 765 
60,385 
. 12,830 
12,824 
66,700 
54,443 
26,808 
66,294 
20,463 
52, 051 

79,346 


9 

7 
7 
7 
8 
7 
8 
9 
7 
8 
8 

8 


D 


E 


F 


G 


O 


P 


V 


Madison Square station . 
Times Square station. . . 

Wall Street station 

Station H: 

City 




General post-office: 


379, 247 


228 


27 


23,304 
18,846 


49, 127 
198, 593 


8 
















Total 


2, 299, 286 


15, 121, 910. 49 


1,556 


1,236 




921,988 


789,644 






Total whole city . . 


5,432,751 


18,249,598.84 


2,779 


2,440 




1,825,430 


1,369,270 





NEW YORK, N. Y. 



Station C 


140,000 
120,000 
270, 000 
199,000 
211,000 

84,000 
165, 175 
300, 421 

98,000 
238,200 

51, 775 


$225, 292. 22 
204, 111. 68 
243, 598. 73 
147, 490. 35 
190, 449. 28 
177, 938. 60 
584,241.74 
124,010.29 
149,224.70 
192,028.10 
20,839.69 


24 
31 

34 
24 
25 
29 
58 
23 
31 
34 
226 

46 
413 


41 
93 
112 
67 
59 
62 
57 
59 
73 
87 
9 

23 


16 
16 
16 
16 
16 
16 
28 
16 
16 
16 


Pieces. 
26,959 
77, 464 
43, 328 
20, 235 
23,840 
27, 599 
78, 954 
27,948 
29,058 
38,522 


Pieces. 
48,057 

6,109 
13, 620 

2,171 
13, 470 
16,228 
17, 170 

3,439 
11,889 

7,628 

2,394 


6 
8 

8 
8 
8 
8 
8 
8 
8 
8 
6 


I 


J 


K 


L 


N 


S 


U 


W 


Y 




Hudson terminal: 
City 


37 










319,378 


363, 544 














Total 


1,877,571 


2, 259, 225. 38 


998 


742 




713,285 


505, 719 







PNEUMATIC-TUBE SEKVICE FOE THE MAILS. 



61 



stations noiv connected by pneumatic tubes. 

[Daily arerage, on basis of 6 week days.] 
BOSTON, MASS. 



First- 
class 
mail de- 
livered 
daily. 


Special-delivery 
mail handled dur- 
ing year ended 
June 30, 1908. 


First-class mail 

dispatched daily 

by- 


Dis- 
patched 
by tube 
actually 
advanced 

over 

other 
means. 


First-class mail re- 
ceived daily « by — 


Received 
by tube 
actually 
advanced 
in de- 
livery. 


First- 
class mail 
originat- 
ing in 
district 


Dis- 
patched. 


De- 
livered. 


Tube. 


Other 
means. 


Tube. 


Other 

means. 


for de- 
livery 
in same 
city. 


Pieces. 
286,793 
18,154 


Pieces. 

a 92,984 

ol5,620 

al2,480 

37,563 

23,824 

22,404 

1,666 

16,846 


Pieces. 
162,814 
12,752 


Pieces. 
368,766 
455,960 
221,201 
82,821 
26,750 
46,250 
22,623 
58,976 


Pieces. 

251,936 

374,774 

4,800 

3,193 

913 

1,730 

1,583 

12,105 


Pieces. 


Pieces. 
239,880 
280,420 
367,583 
58,486 
26,740 
59,500 
15,077 
65,418 


Pieces. 

235,584 
653,838 
35,618 
9,696 
6,512 
1,800 
2,864 
13.833 


Pieces. 


Pieces. 
156,284 






10,454 
08, 500 






76,583 
29,446 
30,900 
11,196 
42,496 


27,451 
35,030 
19,250 
4,582 
14,001 






29,357 






9,890 






11,900 






1,632 






14,446 








495,568 


223,387 


275,880 


1,283,347 


651,034 




1,113,104 , 959,745 




242, 463 








1,045,025 


430,000 


476,457 


1,283,347 


750,000 




1,113,104 1.025.000 




o350,000 












NEW YORK, N. Y. 



Pieces. 


Pieces. 


Pieces. 


Pieces. 


Pieces. 


Pieces. 


Pieces. 


Pieces. 


Pieces. 


Pieces. 


138,594 


21,493 


33,603 


67,464 


22,489 


45, 121 


80, 000 


53,900 


12,800 


23,878 


115,117 


53,827 


44,179 


108,958 


30, 699 


4,358 


85, 565 


29,412 


2,567 


66,966 


157,293 


131,000 


130, 135 


55, 905 


83,670 


16,362 


95,358 


59,495 


2,721 


51,629 


104,065 


36,240 


52,274 


61,988 


5,210 


12,398 


83, 957 


11,055 


14,300 


28,167 


93,455 


46,464 


77,368 


21,558 


29, 598 


4,306 


42, 589 


53,709 


8,509 


25,208 


129, 126 


39,420 


67,876 


64,964 


54.621 


2,010 


87, 934 


28,278 


3,357 


34,280 


178,738 


82,895 


66,880 


155,319 


26,862 


113, 051 


142,623 


25,694 


72,698 


41,902 


67,847 


15,648 


22,794 


35,962 


26,504 


32,383 


38,235 


19,762 


9,558 


11,375 


158,158 


141,080 


51,540 


151, 144 


14,670 


7,558 


100,663 


19,796 


5,033 


41,796 


110,805 


29,260 


47,768 


32, 139 


40,879 


10,550 


52,380 


58,343 


14,735 


40,472 


105,856 


170,922 


77,722 


105, 020 


15,950 


58,523 


77, 960 


22,545 


15,415 


36,246 


179,390 


88,764 


71,196 


86,636 


100,119 


17,035 


140,361 


110,661 


25,526 


39,349 




237,654 




422, 125 
301,058 


737,870 


9,983 


344,349 


898,899 






654.534 


172, 936 


516, 484 


136, 989 


250, G28 


737,710 


106,865 


56,001 








647,330 


1,062,485 


35, 016 


879,497 


293, 982 












2, 192, 978 


1,094,667 


916,271 


2,317,570 


2,768,110 


505,643 


2, 502, 099 


2,423,241 


294, 084 


497,269 


3,114,311 


1,513,303 


1,553,797 


2,317,570 


5,137,823 


505,643 


2,502,099 


4, 132, 577 


294,084 


953,839 



NEW YORK, N. Y. 



Pieces. 
35,226 
69.488 
62. 614 
40. 518 
36.824 
71.994 
95. 233 
37,563 
62,904 
91.193 
8,398 


Pieces. 
15, 877 
14, 406 
36,088 
231 
20, 875 
58.572 
55.988 
12, 493 
48, 571 
31.507 
'988 


Pices. 
29,684 
69.001 
60,916 
533 
21,072 
46. 645 
36, 844 
22,726 
54, 510 
34. 796 
6,b99 


Pieces. 


Pie es. 
75,016 
82. 007 
51,035 
61.387 

138. 460 
39,094 
95. 575 
26,031 
36, 924 
42,789 

224, 192 

116, 536 
1,136,803 


Pices. 


Pie es. 


Pfe-es. 
33,624 
75, 647 
63, 435 
40,557 

142,280 
62, 552 
89, 658 
31,905 
5li. 3 ,0 
83,400 

214,576 


Pieces. 


Pieces. 
7,670 
43,056 
30, 410 
13, 329 
18,460 
19,003 


















































26,362 
13,951 
23,681 
27,650 
820 








































116,536 














550, 687 
















611,955 


295,596 


383, 426 




2,125,849 




1, 444, 681 




340,928 




i 





62 



PNEUMATIC -TUBE SEKVICE FOR THE MAILS. 



Statistics of general post-office and postal 

BROOKLYN, N. Y. 



Postal stations. 


Popula- 
tion. 


Postage 
receipts 
for year 
ended 
June 30, 
1908. 


Clerks. 


Car- 
riers. 


Collec- 
tions 
daily. 


First-class mail 

handled daily 

from — 


Deliv- 
eries 
daily. 




Collec- 
tions. 


Drops. 


General post-office to 


305,000 
47,465 


$813, 156. 43 
146,765.14 


262 
17 


185 
40 


11 
9 


Pieces. 
75,991 

14, 312 


Pieces. 
36,033 

4,164 


5 
5 


General post-office to 




Total (general 
post-office and L) 


352, 465 


959,921.57 


279 


225 




90,303 


40,197 




Tributary stations to 
Station L (9 in number) 


343, 116 


411,037.59 


67 


259 




84,429 


14,740 


3-5 


Total whole city. . . 


1,622,000 


2, 397, 590. 44 


490 


1,022 


7-10 


335,972 


86, 127 









PHILADELPHIA, PA. 










Central post-office 


196,691 


$1,381,971.77 


303 


237 


18 


Pieces. 
190,800 
130,500 

19,400 
37,370 
32,464 
21,560 
41,862 
33,600 
17,820 
104,528 


Pieces. 
281,066 
17,650 

9,720 
5,126 
5,897 
5,840 
3,567 
2,150 
1,170 
11,472 


7 

...... 

5 
5 
5 

5 
5 
8 


Reading Terminal Sta- 














142,896 
85,000 
62,583 

186,327 
96,000 

161,597 


89,876.44 
101,963.66 

96,705.05 
155,794.27 
197,281.67 
107,325.11 
1,109,457.42 


15 
21 
15 
18 
24 
13 
12 


65 
52 
38 
64 
55 
49 
19 


io 

14 
12 
10 
13 
10 
12 


O 


J 


c 


s . . 


Southwark Station 






Total 


931,094 


3,240,375.39 


421 


579 




629,904 


343,658 






Total whole city... 


1,835,872 


5,922,791.92 


1,115 


1,187 




880,795 


408,279 





CHICAGO, ILL. 



General post-office 

Central Station 

Station U 

Kinzie Station 

Carpenter Street Station. 

Station C 

Station D 

Pilsen Station 

Douglas Park Station — 

Stock Yards Station 

Twenty-second Street 

Station 

Armour Station 



Total 

Total whole city.. 



1,000 
i,000 
i,000 
>,095 
■.,000 
1,516 
i,000 
t,000 
),500 



54,000 
110,685 



$7,648,481.33 
(") 
454,413.24 
150,649.18 
474,875.10 
170,259.46 
136,829.96 
155,698.71 
57,641.99 
432,261.16 

138,521.12 
122,601.88 



1,189 
602 



233 
84 
57 
52 
42 
58 
56 
26 



(o) 
27 
20 
20 
12 
12 
12 
12 
12 
10 



Pieces. 

1,069,539 

(») 

160,101 

95,386 



1,519,796 9,951,233.13 I 2,161 I 



,613 



413 

29,804 



6,234 
13,374 



Pieces. 

223,344 

(») 

22,033 
15,036 
3,037 
817 
3,500 
2,280 
4,205 
7,211 

3,406 
6,677 



18,991.01 I 3,112 j 1,469 



.11,376,464 426,021 I 



ST. LOUIS, MO. 



General post-office 


90,798 $2,001,728.83 
22,080 27,379.98 
23,313 207,039.46 


498 
52 
4 


74 
18 
19 


24 
24 
24 


Pieces. 

282, 329 
85, 062 
21,761 


Pieces. 

122. 357 
3,055 
7,254 


6 
4 

6 






Total 


136,197 2,236,148.27 


554 


111 




389, 152 


132, 666 






Total whole city... 


772, 912 3, 897, 912. 12 


838 


636 




389, 152 


132, 666 





See ('(Mitral Station. 
Note.— Daily average on basis of 6 week days. 



» See general post-office. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



63 



stations now connected by pneumatic tubes — Continued. 

BROOKLYN, N. Y. 



First- 
class 
mail de- 
livered 
daily. 


Special-delivery 
mail handled dur- 
ing year ended 
June 30, 1908. 


First-class mail 

dispatched daily 

by- 


Dis- 
patched 
by tube 
actually 
advanced 
over 
other 
means. 


First-class mail re- 
ceived daily by — 


Received 
by tube 
actually 
advanced 
in de- 
livery. 


First- 
class mail 
originat- 
ing in 
district 


Dis- 
patched. 


De- 
livered. 


Tube. 


Other 
means. 


Tube. 


Other 
means. 


for de- 
livery 
in same 
city. 


Pieces. 
106,988 

24.S96 


Pieces. 
65, 310 

18, 447 


Pieces. 
92, 055 

15,709 


Pieces. 

88, 783 

/ 65,651 

\M9,248 


Pieces. 
108,257 

30, 017 
2,743 


Pieces. 
a 24, 726 

16,716 
1,434 


Pieces. 

218,981 
61,241 
]3,130 


Pieces. 
52, 867 

13,716 
6,003 


Pieces. 
32,164 

7,168 
3,207 


Pieces. 
61,898 
61,898 
11,049 


131, 884 


83, 757 


107,764 


173,682 


141,017 


42,874 


293, 352 


72,586 


42, 539 


134, 845 


95,499 


48,127 


79.212 


41,993 


10,973 


5,734 


52, 521 


24,014 


12,847 


31,639 


496. 907 


238, 598 


327, 357 


215, 675 


314,068 


48,610 


345, 773 


264,796 


55, 386 


225,059 



PHILADELPHIA, PA. 



Pieces. 
351,120 


Pieces. 
351,202 


Pieces. 
278,253 


Pieces. 
457,734 
37,400 


Pieces. 
495,847 
96,460 

36,450 
40,666 
4,480 
1,600 
3,533 
2,542 
16,963 
6,250 


Pieces. 
32,737 


Pieces. 
447,219 
24,650 


Pieces. 
396,668 
80,570 

19,500 
53,472 

7,977 
3,967 
2,795 
2,800 
40,690 


Pieces. 
55,902 


Pieces. 
239,141 
52,100 












54,986 
39,596 
30.090 
44,499 
38,183 
41,265 


11,769 
11,299 
10,759 
17,390 
14,835 
6,693 


34,687 
29,631 
10,519 
22,326 
27,203 
5,067 










22,880 
20,534 
10,260 
39,690 
11,383 
2,027 
42,400 


29,092 
23,490 
41,912 
30,742 


29,092 
9,396 
38,562 
19,922 


31,619 
23,270 
45,797 
33,975 


6,604 
9,308 
43,195 
12,272 


99,750 




1,475 














599,739 


423,947 


407,686 


720,120 


704,791 


129,709 


608,005 


608,439 


127,281 


440,415 


960,819 


523,794 


527,226 


720,120 


993,433 


129,709 


608,005 


955,300 


127,281 


443,207 



CHICAGO, ILL. 



Pieces. 


Pieces. 
450,168 
204,580 
55,961 
4,096 
2,133 
3,839 
3,390 
1,722 
1,098 
11,782 

12,051 
8,704 


Pieces. 

(a) 
511,458 
50,670 
23,696 

7,745 
11,334 
17,236 
10,437 

7,002 
33,136 

25,334 
33,065 


Pieces. 
1,187,572 
574,350 
424,400 
314,660 


Pieces. 

392,209 
2,150 

329,042 
47,997 
3,057 
4,022 
3,200 
1,240 
5,201 
1,506 

655 

523 


Pieces. 

413.501 
28,166 
53,328 
38,000 


Pieces. 
135.000 
388.066 
616,100 
273,857 


Pieces. 
57,363 
393,800 
449,457 
262,235 
33,642 
25,620 
28,000 
37,314 
14,796 
5,262 

539 
11,662 


Pieces. 


Pieces. 
258,576 


633,750 
298,620 
92,500 
32,9.83 
27,438 
28,300 
38,354 
14,213 
51,327 

26,960 
45,828 


5,148 
52,750 
9,250 




36,626 

22,084 

2,730 

581 


















500 










1,663 










1,652 


35,221 

14,848 
19,028 


10,228 

3,561 

10,028 


45,980 

25,912 
33,666 


21,523 

4,508 
6,075 


3,525 

4,468 
3,607 


1,290,273 


759.524 


731.113 


2,570,079 


790,802 


565,812 


1,518,581 


1,319,690 


99.254 


336,012 


1,338,076 


498,512 


979,930 


2,570,079 


790,802 


565,812 


1,518,581 


1,319,690 


99,254 


467,895 



ST. LOUIS, MO. 



Pieces. 

129,117 
15,643 
27, 730 


Pieces. 
144.761 
18,739 


Pieces. 
251,085 


Pieces. 
281,074 

157,003 
23. 759 


Pieces. 
405.984 
135, 854 


Pieces. 
165,753 
250, 261 


Pieces. 

157,190 
12.737 
27,724 


Pieces. 
80.558 
237. 524 

6 


Pieces. 

43, 522 

126 

1,880 


Pieces. 
175,908 
8,256 




5,397 






172. 490 


163, 500 


251 . 085 


461,836 


541 . 838 


416,014 


197.651 


31 S. 088 


45, 528 


189, 561 


474,583 


163,500 


251,085 


461, 836 


541,838 


416,014 


197, 651 


318, 088 


45, 528 


189,561 



a Figures are based on half-hourly wagon service (7 a. m. to 5 p. m.) formerly existing. 

b Includes mails for general post-office arriving at Station L from the Long Island Railroad. 



64 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



Approximate cost of installation of pneumatic-tube systems. 

[Itemized estimate by committee showing cost of tube line per trench foot in the several 
cities having tube service.] 





Boston. 


New 
York. 


Brook- 
lyn. 


Phila- 
del- 
phia. 


Chi- 
cago. 


St. 
Louis. 




A. 


B. 


C. 


D. 


E. 


F. 


G. 




6.89 


6.89 


19.3 


1.35 


6.02 


7.41 


2.09 






Trench work per foot, including excavation, 
backfilling, removal of dirt, rock allowance, 
repaving (using old material), laying pipes, 
leading joints, and material, inspection, 


$2.04 

2.87 
1.16 


$1.87 

2.87 
1.16 


$4.41 

2.86 
1.16 


$3.05 

2.86 
1.16 


$1.06 

2.68 
1.16 


$1.21 

2.88 
1.16 


$1.21 


Pipe (8-inch double line, including boxing, 


3.00 




1.16 






Total construction per trench foot 


6.07 
8.07 
7.07 
8.07 
8.07 


5.90 
7.13 
6.13 
7.13 
7.13 


8.43 
10.33 
9.43 


7.07 
9.46 
9.10 


4.90 
5.90 


5.25 
6.25 
6.00 
6.00 


5.37 
6.20 








5.96 

























A. — F. A. Snow, John Hancock Building, Boston, Mass. 

B. — Coleman Brothers, 15 Court square, Boston, Mass. 

C. — Thos. Crimmins Contracting Company, 449 East Sixty-ninth street, New York, N. T. 

D. — A. T. Byrne, 350 Fulton street, Brooklyn, N. Y. 

E. — W. S. P. Shields, Witherspoon Building, Philadelphia, Pa. 

F. — James Lyman & Co., 1409 Ashland Block, Chicago, 111. 

G. — R. S. Colnon, 615 Merchant-Laclede Building, St. Louis, Mo. 



Itemized estimate by committee, showing cost of entire system (tube line, terminal machines, and power 
plants) in the several cities having tube service.] 



New York 

and 
Brooklyn. 



Phila- 
delphia. 



Chicago. 



Mileage used in estimates 

Postal stations 

Terminal machines 

Power machines 

Terminal machines, including installation, at 

$3,788 

Power machines, including installation, at $7,113. . 

Total for machinery 

Trench work complete, including laying pipe, lead- 
ing joints, etc 

Paving, asphalt, new 

Pipe (double line, including boring, freight, and 
cartage) 

Bends, special drips, manholes, etc 

Total for tube line complete 

Engineering, specifications, supervision, carriers, 
and shop equipment (10 per cent) 

Total cost 

Cost per mile 



$49,244 
64,017 



74,213 

72,758 



104, 407 
42, 199 



293, 577 
40, 683 



20.65 
21 



7.41 
7 
11 

7 



$124,954 
184,938 



$45, 456 
120, 921 



$41,668 
42, 678 



460,495 
205, 450 



311,831 
126, 476 



33,693 
31,786 



85,168 
36,771 



47,341 
39, 125 



115,810 
45, 385 



1,104,252 
142, 413 



187,418 
35,379 



247, 661 
32,987 



2.09 
3 

4 
2 



$15,052 
14,226 



29,278 



33,105 
12,801 






PNEUMATIC-TUBE SERVICE FOR THE MAILS. 65 

Yarictii of machinery in use in the several cities having tube service. 





d 
o 

o 


M 

o 

'1 


o 
p 

m 


03 

a 


6 

o 


'3 

o 

CO 


RECEIVERS. 

Open, circular table, single deck (Batcheller) 








3 
5 
1 














1 


6 

11 I 








3 
2 
3 




Closed single revolving valve (Pike) 


7 
5 




2 




2 




a I 
11 








i I 


6 






n 1 




3 







3 
















13 


31 2 | 12 


14 


4 






TRANSMITTERS. 

Gravity (Batcheller) 




4 I2 






Gravitv (Stoddard) 


3 
2 


14 


4 




20 1 








a2 
4 








Cradle (Batcheller) 


1 


i 


a I 

2 


i 












7 
13 










28 ! 3 










14 


14 


4 






POWER PLANTS. 

Compressors: 

Steam-driven — 

Rand Drill Co 


3 


4 
3 
1 


2 




3 


1 








9. 








1 




1 
3 


j 


Electric- 
Belt driven, Rand Drill Co. 


5 












23 








6 










8 


14 












3 


25 


7 


2 








Blowers: 

Electric, belt driven, Connersville Co _ 


2 


5 

5 






2 
























2 

7 


10 




2 










Motors: 


7 
8 
2 










65 horsepower, Fort Wayne Co 


















3 
2 














Alternating current — 

12.74 horsepower, Westinghouse Co 








1 
1 
5 
2 
3 
3 
8 

23 














21.6 horsepower, Westinghouse Co 










23.17 horsepower, Westinghouse Co 
































Total 


7 


17 


5 














H. Doc. 1220, 60-2- 



66 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



Approximate space used in post-offices and stations by pneumatic terminals 
and power plants, and rental value. 





Item. 


Space. 


Price per 
foot. 


Total. 


Boston, Mass.: 




Feet. 
337 

1,568 
132 
306 
481 

1,080 

1,260 
372 
677 
650 
650 
900 

5,000 


$2.00 
1.00 
1.14 
1.00 
1.04 
.55 
.46 
.46 
.45 
.50 
.30 
.33 
.10 


$674. 00 


General post-office 




North Station 




1,568.00 
150. 48 
















594.00 
579.60 
171. 12 
304.65 








(Shop 


























500.00 






Total 


6,165.09 
416 00 


Brooklyn, N. Y.: 




208 
971 
137 


2.00 
.75 
1.47 
















201.39 








Total 


1,345.64 

2,300.00 

1,604.00 
325 00 


Chicago, 111.: 


(Terminals *... 


1,150 
1,604 
650 
350 
160 
132 
331 
177 
210 
3,890 
122 
230 
163 


2.00 
1.00 
.50 
1.00 
1.00 
.50 
1.00 
.83 
.82 
.13 
.88 
.25 
.59 






La Salle Station 




350.00 


Kinzie Station 




160. 00 


Wells Street Terminal 




66.00 






331.00 






146. 91 






172.20 












Stock Yards Station 


/Terminals 


107.36 
57.50 
96.17 


Station U 










Total 


6,221.84 

5,400.00 

2, 820. 00 

696. 30 


New York, N. Y.: 


(Terminals 


1,800 
2,820 
330 
510 
490 
1,508 
252 
336 

350 
240 
480 
616 

2,972 
384 
566 
360 

1,065 
420 
576 

1,426 
260 

331 
960 


3.00 
1.00 
2.11 
1.76 
2.13 
.50 
3.47 
1.25 

1.22 
2.00 
1.98 

.92 

.92 
1.00 

.30 
1.43 

.40 
1.94 
1.16 

.50 
3.00 

.77 
.40 






Hudson Terminal Station 








897.60 






1,043.70 
754.00 
874. 44 






Wall Street Station 








420.00 


D 




705.28 


E 




427.00 


F 




480.00 


G 




S50.40 


H 




566. 72 










J. 


(Terminals 


384.00 




\Power 


169. 80 






514.80 






426. 00 




N 




814. 80 






668. 16 












P 




780. 00 


V 




449. 28 


W 




254. 87 




384.00 










Total 


24,328.39 


Philadelphia, Pa.: 




668 
3,944 
67 
210 
288 
240 
889 
183 
1,320 


2.00 

1.00 
.73 
.65 

1.44 
.56 
.28 
.43 
.22 


1,336.00 














48.91 






136.50 


Broad Street Station 




414.72 




/Terminals 


134. 40 






248.92 


c 


(Terminals 


78.69 
290.40 


J 





e(& 



NORTH POSTAL STA. "* 



* ca vt"&' Sf ' 



*sP 




;t Page(s): 




PLAN OF BROOKLYN SYSTEM. 
NEW YORK PNEUMATIC SERVICE CO- 

SEPT. I« ,1908 . 



Pagers): 



KLAIM Ur 

CHICAGO POSTAL 

SEF 
s 






cw/o/vxporm 




sroac yds. ro, Tfl'/Mfw 



PLAN OF SYSTEM OF 
CHICAGO POSTAL PNEUMATIC TUBE CO. 



Dr»i^^/o\« 






PNEUMATIC-TUBE SERVICE FOR THE MAILS. 67 

Approximate space used in post-offices and stations, etc. — Continued. 





Item. 


Space. 


Price per 
foot. 


Total. 


Philadelphia, Pa.— Continued. 




Feet. 
241 
966 

268 
1.047 

246 
1,013 

154 

362 


SO. 67 
.34 
.56 
.28 
.45 
.23 
.60 
.20 


$161. 47 




\ Power 






328. 44 
150.08 







293. 16 

110.70 




















92.40 


Station D 












Total 


8,074.18 






377 
900 
1,516 
280 
154 


2.00 
1.00 
.50 
.61 
1.46 


St. Louis, Mo.: 


754.00 






900. 00 




[Shop 


758. 00 






170.80 






224.84 








Total 


2,807.64 













RECAPITULATION. 



Boston, Mass $3, 151. 37 

Brooklyn, N. Y 617. 39 

Chicago, 111 3, 729. 64 

New York, N. Y 16, 327. 35 

Philadelphia, Pa I 2,663.87 

St. Louis, Mo 1, 149. 64 



27,639.26 



Shop. 



$2,842.60 I $171.12 

728.25 ! 

2,167.20 ! 325.00 

8,001.04 

5,401.31 

900.00 | 758.00 

20,040.40 I 1,254.12 



$6. 165. 09 
1,345.64 
6,221.84 

24,328.39 
8, 074. 18 
2, 807. 64 



50, 196. 90 



Post-Office Department, 
Second Assistant Postmaster-General, 

Division of Railway Adjustments, 

Washington, September 28, 1908. 
Hon. Geo. A. Hibbard, 

Mayor of the City of Boston, Mass. 

Sir: The commission appointed by the Postmaster-General to investigate and 
report to him with reference to the feasibility and desirability of the Govern- 
ment purchasing or installing the equipment for pneumatic-tube mail service 
and operating the same, etc., appointed a subcommittee, consisting of Messrs. 
Stewart, Bradley, Masten, and Norris, to take up the investigation and details 
of the inquiry as provided by law. Accordingly we have the honor to submit 
the following: 

The Postmaster-General has contracted with the Boston Pneumatic Transit 
Company, a corporation organized under the laws of the State of Massachusetts, 
for the installation of pneumatic tubes and necessary power plants and operating 
machinery, and the operation of pneumatic-tube mail service as contractor with 
the United States in the city of Boston for the period commencing November 1, 
1906, and ending June 30, 1916. The contracting company has been requested 
to furnish you at once a map showing the lines contracted for, those in opera- 
tion separate from those under consideration. 

In the act of March 27, 190S, making appropriation for the service of the 
Post-Office Department for the fiscal year ending June 30, 1909, Congress pro- 
vided as follows : 

"And the Postmaster-General is hereby authorized and directed to investigate 
and report to Congress not later than January 1, 1909, the feasibility and de- 
sirability of the Government purchasing or installing the equipment for pneu- 
matic-tube service, and thereafter operating the same in the cities where such 
service is now in operation, and also ascertain and report the approximate cost 
of purchase and likewise of installation and the cost of maintenance and 
operation." 



68 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

One of the important questions for consideration of the commission, and ulti- 
mately the Postmaster-General and Congress, is the relations which exist 
between the United States and the municipality of Boston, and the attitude of 
the latter toward the former in the matter of the performance of mail service 
by pneumatic tubes through the streets and municipalities, in the event the 
United States should purchase the tubes now laid or install others for the 
direct performance of mail service thereby. 

We therefore have the honor to request that we be furnished with a copy of 
existing laws and ordinances relative to the granting of franchises in Boston 
and such other matters of regulation as may exist relative to the installation 
and operation of such property in the streets. We also have to request to be 
informed as to your opinion regarding the application of the local ordinances 
respecting the franchises, etc., to the United States in the matter of the installa- 
tion of pneumatic tubes and the operation of mail service through the same. In 
this connection we beg leave to submit for consideration our. understanding 
with respect to the general rights of the United States in the conduct of the 
mail service. These general propositions may be stated as follows: 

That the Constitution of the United States confers upon Congress the power 
"to establish post-offices and post-roads." (Constitution, art. 1, sec. 8.) 

That this power granted to Congress carries with it all powers necessary to 
make it effective. 

That all the streets of a city like Boston over which letter-carrier routes are 
established are post routes under the law. 

That the conduct of the postal business by the Post-Office Department is a 
governmental function. 

That any statute or ordinance which imposes any restriction on the free 
exercise of this function other than to make the agents of the Government 
subject to the local police regulations or the police power of the State, will have 
no effect as against the United States. 

As our report to the Postmaster-General must be made at an early day, I 
have the honor to request as early a reply as practicable. 
Very respectfully, 

Joseph Stewart, 
Chairman Subcommittee Pneumatic-Tube Commission. 



City of Boston, Law Department, 
73 Tremont Street, Boston, October 7, 190S. 
Joseph Stewart, Esq., 

Chairman Subcommittee, Pneumatic-Tube Commission, 

Division of Railway Adjustments, Post-Office Department, 

Washington, D. C. 

Dear Sir : Your letter to Mayor Hibbard of September 28 has been forwarded 
to me for an answer. 

In reply, I would state that under our law public ways in Massachusetts are 
the property of the Commonwealth and under its control. The statutes bear- 
ing upon the matter in question are sections 76, 77, and 78 of chapter 110 of the 
Revised Laws of Massachusetts. Said sections read as follows: 

" Sec. 76. Gas-light companies, corporations organized for the purpose of 
transporting the United States mail, merchandise, and other articles by means 
of pneumatic pressure or power, corporations engaged in or organized for the 
purpose of manufacturing, buying, selling, distributing, or dealing in artificial 
cold and refrigerating and cooling materials, and corporations organized for 
any of the purposes mentioned in section nine may, with the consent in writing 
of the mayor and aldermen of a city, or the selectmen of a town, dig up and 
open the ground in any of the streets, lanes, and highways thereof, so far as 
is necessary to accomplish the objects of the corporation; but such consent 
shall not affect the right or remedy to recover carnages for an injury caused 
to persons or property by the acts of such corporations. They shall put all 
such streets, lanes, and highways into as good, repair as they were in when 
opened; and upon failure so to do within a reasonable time, shall be guilty of 
a nuisance. 

" Sec. 77. If a person who is injured in his person or property by a defect in 
a highway which is caused by the operations of a company or corporation de- 
scribed in the preceding section in laying down or repairing its pipes or other- 
wise obstructing such way recovers damages therefor of the city or town 



PNEUMATIC -TUBE SERVICE FOR THE MAILS. 69 

wherein such injury is received, such city or town shall, if such company <>r 
corporation is liable for said damages and has reasonable notice to appear and 
defend the original action, he entitled to recover of such company or corpora- 
tion the damages so recovered from it with the taxable costs of both parties 
in such action. 

" Sec. 78. The mayor and aldermen of a city or the selectmen of a town in 
which pipes or conductors of such company or corporation are sunk may regu- 
late, restrict, and control all acts and doings of such company or corporation 
which may in any manner affect the health, safety, convenience, or property 
of the inhabitants of such city or town." 

Under section 76 the Boston Pneumatic Transit Company may, with the con- 
sent of the mayor and aldermen, dig up and open the streets of the city. 

The ordinances of the city provide what shall he done by such corporation 
after the consent of the mayor and aldermen is given. The provisions at pres- 
ent governing the issuing of such a permit are contained in sections 9 and 11 
of the ordinances concerning the street department, a copy of which I inclose 
with the sections marked. You will notice under section 9 that it is provided 
that the terms of it shall he those stated in chapter 3, section 21, of the Revised 
Ordinances of 1S98. Said section reads as follows : 

" Sec 21. Every officer in charge of a department issuing a license or permit 
shall insert therein a condition that the person accepting the same shall con- 
form to the statutes and ordinances and the specifications in the license or per- 
mit: that the license or permit may be revoked at any time by the authority 
issuing it; that the violation of any of its specifications shall work an immedi- 
ate revocation of the license or permit, and that such person shall indemnify 
and save harmless the city from any damage it may sustain, or be required to 
pay, by reason of the doing of the work licensed or permitted, or by reason of 
any act or neglect of himself or of any of his employees relating to such work, 
or by reason of any violation of any specifications; provided that nothing herein 
contained shall be construed to prevent the insertion of any other specifications 
deemed advisable by the authority issuing such license or permit." 

I agree with you as to the abstract principles of law which govern this 
matter — that is, that the streets of a city like Boston over which letter-carrier 
routes are established are post routes under the law, and that the conduct of 
the postal business by the Post-Office Department is a governmental function. 

These general principles have never heretofore been regarded as allowing a 
corporation licensed by the United States to dig up the streets of a city and 
destroy their use by the traveling public without the consent of the local author- 
ities, or because a railroad had a contract to carry the mails, to give it a license 
to run through the streets of a city and injure the property of the citizens 
without compensation. 

The conditions attached by the statute and by the ordinances passed under it 
to these permits seem to me reasonable ones and I have no doubt will be sus- 
tained by the courts. 

Yours, truly, Thomas M. Babson, 

Corporation Counsel. 

[Document 83. 1908.] 
[SEAL.] 

Ordinances of 1908. . 

Chapter 3. — Concerning consolidation of certain departments with the street 

department. 

[In the Year One Thousand Nine Hundred and Eight.] 

An ordinance repealing chapters one. two, and three of the ordinances of 190G, and chap- 
ter twenty-two of the revised ordinances of 1898, and consolidating the lamp department 
and the departments created by said chapter one of the ordinances of 1906. 

Be it ordained by the city council of Boston, as folloics: 

Section 1. The street department shall be under the charge of the superin- 
tendent of streets, who shall construct all streets and sewers; shall have dis- 
cretionary power as to the grades, materials, and other particulars of construc- 
tion of streets, sidewalks, and sewers; shall have charge of and keep clean and 
in good condition and repair the streets, the pumping station, and reservoirs of 
the improved sewerage system of sewers under the control of the city and the 



70 PNEUMATIC-TUBE SERVICE FOR THE MAIXS. 






catch-basins in the streets connected with the sewers; shall keep the streets 
properly watered ; shall remove from yards and areas, when so placed as to be 
easily removed, all ashes accumulated from the burning of materials for heat- 
ing habitations, cooking, and other domestic purposes, all house dirt, house 
offal, and all noxious and refuse substances ; shall, on the 15th day of each 
month, send to the city auditor detailed bills of all materials, tools, and ma- 
chinery furnished by either of the divisions of said department to any other 
such division, or for any special work. 

Sec. 2. Said superintendent shall have the care and management of the fer- 
ries owned by the city; shall purchase or build all boats and make the neces- 
sary repairs and alterations on the slips, drops, buildings, and boats used for 
ferry purposes; and shall cause all moneys received by him or his subordinates 
from tolls and other sources to be paid to the city collector on the day follow- 
ing the day of the receipt thereof, but may retain in the possession of the 
clerk to the deputy superintendent in charge of the ferry division a sum not 
exceeding one thousand dollars for making change and for other purposes. 

Sec. 3. Said superintendent shall have charge of all lamps established by the 
board of aldermen and maintained at the expense of the city, of all lamps set 
up in parks, parkways, or public grounds, and of all lamp posts, posts, or fixtures 
connected with such lamps, and shall set up and affix lamps in the streets; 
shall have the care and custody of all city property hitherto in the possession 
of the lamp department, or that shall hereafter be acquired for the purpose of 
street lighting, and shall maintain and keep the same in good repair ; shall see 
that the streets are lighted by such methods of lighting as the board of alder- 
men may from time to time order, and that the lamps in the streets are lighted 
and extinguished at such times as are ordered by the board of aldermen. 

Sec. 4. Said superintendent shall have the care and management of all 
bridges which are used as highways, and are in whole or in part under the 
charge of the city, and of so much of Harvard Bridge and Prison Point Bridge 
as are under the charge and control of the board of aldermen or of the city; 
shall be the commissioner to act with another commissioner for the city of 
Cambridge, and as such commissioner shall have and exercise all the powers 
in relation to West Boston Bridge and Craigie Bridge conferred by chapter 
three hundred and two of the acts of the year 1870 ; shall, when he exposes any 
portion of the structure on which the strength of a bridge depends, notify the 
city engineer and afford him an opportunity to inspect the same ; shall make all 
repairs affecting the strength of any bridge under the supervision of the city 
engineer ; shall keep the rails and planks in good order, and all dirt, snow, and 
ice removed from the sidewalks; shall keep- all said bridges, or those parts 
thereof under his care, and the abutments, guards, draws, and wharves thereof 
clean and in good condition and repair; shall appoint draw tenders for the 
draws in bridges of which he has the care, and see that they properly perform 
their duties, and may remove them for such cause as he shall deem sufficient, 
and shall assign in his order of removal. Each draw tender so appointed shall 
take charge by night and by day of the draw of which he is draw tender ; shall 
require from the person in charge of a vessel applying to pass through the draw 
a true statement of the name, extreme width, and draught of the vessel ; shall 
determine the order in which vessels may pass through the draw, and may direct 
the placing of warping lines, anchors, and cables, and the use of any warping 
apparatus provided by the city; shall cause the draw to be opened for the pas- 
sage of vessels when moving with the tide, and, in his discretion, when moving 
against the tide, if the wind is favorable or if the vessel is in tow; but he shall 
not allow any vessel to pass through the draws of bridges except such vessels 
as shall be ready to go through at the following times : 9.30 a. m., 11 a. m., 1.30 
p. m., 3 p. m., 8.30 p. m., 11.30 p. m., and from 11.30 p. m. to 6 a. m. ; shall cause 
the draw to be closed with all possible expedition after a vessel has passed 
through, not permitting more than one vessel to pass through at one opening of 
the draw, except that, when the draw is open and the bridge is free from persons 
desiring to cross, he may, in his discretion, permit other vessels to pass through 
before causing the draw to be closed; he shall perform such additional duties as 
said superintendent may require. 

Sec. 5. Said superintendent shall place and maintain in one or more suitable 
conspicuous places, to be selected by him, on each street of the city, the name of 
the street and of the ward in which the street is situated, as shown by the rec- 
ords; shall require the number of each building on a street which he shnll desig- 
nate as the street number therefor to be affixed to or inscribed on the building by 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 71 

the owner, and may determine the form, size, and material of any such number, 
and the place and mode of affixing or inscribing it. 

Sec. 6. Said superintendent shall keep a book in which he shall record the 
date of every order for constructing a sewer, the name of the contractor or 
builder constructing it, the date of commencing and the date of completing the 
work, and the cost of the sewer; also a book in which he shall certify the 
names of the owners of estates assessed for the construction of the sewer, the 
number of feet of land of each estate bordering on the street or strip of land in 
which the sewer was laid, the amount of each assessment, the date of comple- 
tion of the sewer, and the dates when the notices of assessments were given. He 
shall make and deliver to the city collector all bills for assessments as they 
become due. 

Sec. 7. Said superintendent shall keep a plan for every existing and every 
new sewer, showing its depth, breadth, mode of construction, and general direc- 
tion, and shall, from time to time, ascertain and insert on said plans all entries 
made into the sewers. 

Sec 8. Said superintendent shall, when about to build a new sewer or repair 
an old sewer, notify all abutters on that part of the line of said sewer when he 
proposes to do work, and afford them facilities for entering the sewer ; and 
shall, when about to construct a new street, at least four weeks before beginning 
work, and when about to make a new surface of any street, at least two weeks 
before beginning work, notify the water commissioner and all persons authorized 
to place any structure in such street, and require and see that said department 
or persons having any work to be done in the streets so designated shall do all 
such work before the surface of such street is again prepared for and opened to 
public travel ; and after the completion of the work then done on such street, 
shall not, for the space of one year thereafter, permit any department or person 
to disturb the surface of such street or way within the area of such previous 
disturbance, except in case of obvious necessity, a record of which shall be 
made in a book to be kept for that purpose. 

Sec 9. Said superintendent may issue permits to persons having authority 
in the premises to open, occupy, obstruct, and use portions of the streets, and 
should the portion of the street which has been so opened or used require re- 
paving or resurfacing within a period of twelve months from the time it has 
been so used, the superintendent of streets shall notify the person applying 
for the permit under authority of which the portion was so used to make 
such repairs as in the opinion of said superintendent are necessary, and in 
case of the failure of the said person to make such repairs within one week 
from the date of the said notification then the superintendent of streets shall 
have the right to make such necessary repairs, and the expense of the same 
shall be paid by such person ; all amounts received by the city collector for 
work done or materials furnished under notification of the superintendent of 
streets, as above authorized, shall be placed to the credit and used as a part 
of the appropriation for the street department. Every permit issued as afore- 
said shall specify the time, place, size, and use of such opening, occupation, 
or obstruction, and the time within which the street must be put in good con- 
dition, and shall be on a condition the terms of which shall be those stated 
in chapter three, section twenty-one, of the Revised Ordinances of 1898, and 
in addition, that the person applying for the permit shall place and maintain 
from the beginning of twilight, through the whole of every night, over or near 
the place so occupied, opened, obstructed, or used, and over or near any dirt, 
gravel, or other material placed in or near such place, a light or lights suffi- 
cient to protect travelers from injury; shall place and maintain a safe and 
convenient way for the use of foot travelers and for vehicles around or over 
such place ; shall protect such trees as shall be designated by the superintendent 
of public grounds in such manner as he shall specify; shall provide suitable 
sanitary accommodations for his employees; shall, if he does not, within the 
time prescribed by said superintendent, put the street into good condition sat- 
isfactory to said superintendent, pay whatever sum the said superintendent 
shall expend for putting it into such condition ; and shall deliver up the per- 
mit to an officer of the police force of said city on or before the expiration 
of the time fixed in the permit for completing the work, such permit to be 
returned by said officer to the street department ; said superintendent may, 
in addition to said specifications, specify in the permit, or after the issuing 
thereof, in writing, the kind of rail or fence to enclose the place, and the kind 
of way over or around such place, and the manner of constructing the same. 



72 PNEUMATIC-TUBE SEEVICE FOB THE MAILS. 

Sec 10. Said superintendent may issue such a permit to any person who 
presents a permit from the water department to repair or lay water pipes. 

Sec. 11. Said superintendent may issue such a permit to competent mechanics 
for the purpose of entering particular drains into public drains and sewers, 
on a -condition the terms of which shall be those hereinbefore stated in section 
nine of this chapter, and, in addition, that the person applying for the permit 
shall make connection of the said drain with the said sewer only in the manner 
shown on the back of said permit, and only in the presence of an inspector 
of the sewer division; shall have on the ground, when the inspector arrives 
to see the connection made, any slant, bend, or curve to be used in making 
the connection; shall not cover up any work until inspected by one of said 
inspectors ; shall not lay the drain in the same trench with a water pipe ; shall 
not connect any exhaust from a steam engine, any blow-off from a steam boiler, 
or any other pipe for delivering steam or hot water, with the drain or sewer ; 
shall, when he receives any pipe from the street department in exchange for 
another, return such other to the yard of the street department within twenty- 
four hours after receiving such exchange. Said superintendent shall in each 
drain permit specify the size, material," and mode of construction of the par- 
ticular drain, and the direction and grade for laying it, but before issuing the 
permit for entering a drain into a particular public sewer, from land upon 
which a sewer assessment has not been paid, he shall be paid for the city an 
assessment of two cents per square foot for all land in the estate from which 
the entry is made within one hundred feet of the street or strip of land in which 
the sewer or particular drain is laid. 

Sec 12. Said superintendent may issue such a permit to a responsible per- 
son for the purpose of raising and lowering goods and merchandise into and 
from buildings, on a condition the terms of which shall be those stated in 
chapter three, section twenty-one, of the Revised Ordinances of 1898, and in 
addition that the person applying for the permit shall maintain, during the 
whole time the work is in progress good and sufficient barriers across the side- 
walk, from the wall of the building to or from which the goods or merchandise 
are so raised, out to the curbstone or edge of the sidewalk, on each side of 
said goods or merchandise, sufficient to protect travelers from injury or dan- 
ger ; and that he will ngt encumber the sidewalk for more than fifteen minutes 
at a time for such work. 

Sec 13. Said superintendent shall issue such a permit to any person author- 
ized by the board of aldermen to place a coal hole, vault,, or coal slide under 
a street, or a cover thereto, on a condition the terms of which shall be those 
hereinbefore stated in section nine of this chapter, and in addition that the 
person applying for the permit shall make the underground structure, if a 
coal slide, with the sides at least eight inches thick, of good hard brick laid in 
cement ; if other than a coal slide, with the outer wall next to the roadway at 
Jeast two and one-half feet thick, of heavy granite blocks, laid in cement, the 
side walls at least one foot thick, of good hard brick, or of granite blocks, laid 
in cement; the top of iron, or iron and glass, or of rough-surfaced iron, or, at 
least six inches thick, either of good hard brick laid in the form of an arch 
turned in a good and sufficient manner, or of rough-hammered granite, or blue 
stone, or North River flagstone; shall make the opening of a coal hole or coal 
slide circular, and not more than eighteen inches in diameter, and furnish a 
cover therefor of iron, made with a rough upper surface, and with three or 
more iron rods or legs at least two feet in length, fitting closely to the side of 
the opening, and projecting downwards from the under side of the cover, and 
so constructed that, while the cover can be lifted perpendicularly, it cannot 
be tipped or easily removed from the opening. 

Sec 14. Said superintendent shall, when authorized thereto by the board of 
aldermen, issue such a permit to a building mover actually engaged in the 
business, for the purpose of moving a building through the streets, on a con- 
dition the terms of which shall be those stated in section nine of this chapter ; 
provided, that an application for such permit, describing the locations from and 
to which, and the route over which, the building is to be moved, the length, 
width, and height of the building, and the principal material of its exterior and 
roof, and accompanied by the written consent of the building commissioner to 
the placing of the building on the lot proposed, shall be first made to said 
superintendent, who shall make an examination of the premises, and report 
thereon to. the board of aldermen for its action. Whenever it appears that the 
moving of a building will encumber the tracks of any railroad corporation, a 
public hearing shall be given by the board of aldermen upon the subject before 
such permit is authorized. 



PNEUMATIC-TUBE SERVICE FOR THE MA U.S. 73 

Sec. 15. Said superintendent shall, when authorized thereto by an order 
of the board of aldermen, issue such a permit to a responsible person, for the 
purposes of laying, maintaining, and using wires, railway tracks, or rails in the 
streets, or wires, pipes, or conduits under the surface thereof, on a condition 
the terms of which shall be those stated in section nine of this chapter, and 
in addition that the person applying for the permit shall, whenever requested 
so to do by the mayor, furnish in his conduits for wires accommodations free 
of charge for all wires belonging to, or to be used by, the city; shall remove 
the conduits and wires whenever directed, and not until directed, so to do by 
the city council; and shall not disturb or interfere with any wires, pipes, or 
sewers lawfully laid in such street or connected therewith. 

Beg. 16. Said superintendent shall, when authorized thereto by an order of 
the board of aldermen, issue such a permit to a responsible person for the 
purpose of placing and maintaining in the streets poles for the support of 
wires, on a condition the terms of which shall be those hereinbefore stated in 
section nine of this chapter, and in addition that the person applying for the 
permit shall keep said poles well painted and in good condition, to the 
satisfaction of the superintendent of streets; shall place the wires on said 
poles not less than twenty-five feet from the ground; shall keep the name of 
the person owning the pole distinctly painted on the cross bars used and 
occupied by him on the pole, and also on the pole at a point not less than six 
feet nor more than eight feet from the ground ; shall allow the departments of 
the city the exclusive use of the upper cross bar and top of each pole, free of 
all charge, for the purpose of placing wires thereon; shall not suffer or permit 
any other person to place or keep wires on said poles, or upon the fixtures 
thereto affixed, without permission being first obtained in writing from the 
board of aldermen ; shall not remove any pole erected under this order until, 
and shall remove any pole when, directed by the board of aldermen so to do; 
and that on the violation of any term of these conditions the said superin- 
tendent shall remove the poles at the expense of the person owning them. 

Sec 17. Said superintendent, before he delivers any such permit to any per- 
son for the applicant therefor, shall have received from such person a certifi- 
cate that a copy of the permit, entered in a book kept for the purpose, is a 
correct copy of the permit he receives, and the applicant, unless an employee 
of the city applying for a permit for public work, shall have given a bond, in 
the case of permits under sections nine, eleven, twelve, and thirteen of this 
chapter, of one thousand dollars; under section fourteen of this chapter, of 
three thousand dollars ; and under sections fifteen and sixteen of this chapter. 
of twenty thousand dollars; each bond, with one or more sureties satisfactory 
to said superintendent, conditioned to the faithful observance of the conditions 
and specifications of each and every permit thereafter issued on his application 
by the superintendent of streets; and said superintendent of streets may at 
any time require a new bond, .which shall be considered a strengthening bond, 
unless the sureties on the former bond or bonds are expressly released from 
their liability by vote of the city council. No bond shall be required of any 
person to open a public street for the purpose of planting a tree therein if said 
person has been duly authorized by the proper municipal authorities to plant 
trees in said highways. 

Sec. 18. Said superintendent shall not issue any such permit to a person who 
has within twelve months previous to his application violated or failed to 
observe the conditions or specifications of any such permit; but the issuing of 
such permits, and the opening, occupation, obstruction, and the use of portions 
of streets, and the making and maintaining of coal holes, vaults, and other 
permanent excavations under the surface of streets, and their covers, shall be 
subject to any permission, control, regulation, restriction, or revocation which 
the board of aldermen may make. 

Sec 19. Every owner of an estate hereafter maintaining any cellar, vault, 
coal hole, or other excavation under the part of the street adjacent to, or which 
is a part of, his estate shall do so only on condition that such maintenance 
shall be considered as an agreement on his part to hold the city harmless 
from any claims for damage to himself or the occupants of said estate resulting 
from gas, sewage, or water leaking into such excavation or upon such estate; 
and every such owner and every person maintaining a post, pole, or other 
structure in a street, or a wire, pipe, conduit, or other structure under a street 
shall do so only on the condition that such maintenance shall be considered 
as an agreement on his part with the city to keep the same and the covers 
thereof in good repair and condition at all times during his ownership, and to 



74 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

indemnify and save harmless the city against any and all damages, costs, ex- 
penses, or compensation which it may sustain or be required to pay, by reason 
of such excavation or structure being under or in the street or being out of 
repair during his ownership, or by reason of any cover of the same being out 
of repair or unfastened during his ownership. 

Sec. 20. Said superintendent shall require every person who maintains an 
entrance on a level with, or below, or a flight of steps descending immediately 
from, or near, the line of the street, and which is not otherwise safely or 
securely guarded to the satisfaction of said superintendent, to inclose such 
entrance or steps with a permanent iron railing on each side, at least three 
feet high from the top of the sidewalk or pavement, and to provide the same 
with a gate opening inwardly, or two iron chains across the entrance way, one 
near the top and the other half way from the ground to the top of the railing, 
and to keep said gates or chains closed during the night, unless the entrance or 
steps are sufficiently lighted to prevent accident. 

Sec. 21. Said superintendent shall keep a record of the notices of defects in 
streets sent to him, with the name of the person giving the notice, and the time 
when given, and he shall without delay cause the locality of the alleged defect 
to be examined, and, if the defect is of such a character as to endanger the 
safety of public travel, shall do whatever may be necessary to protect the 
public from injury by the defect, and cause it to be immediately repaired ; and 
every person in the employ of the city shall send to said superintendent notice 
of every such defect which may come to his notice. 

Sec 22. Said superintendent shall in his annual report include a statement 
of the repairs and expenditures on each street and on each bridge under his 
charge ; of the number of times each draw of a bridge has been opened for the 
passage of vessels ; of the number of vessels laden with cargo that have passed 
through each draw; of the condition of each ferry boat, slip, dock, tank, and 
building used for ferry purposes, and of the repairs and expenditures on each; 
and of the number of persons and teams of different classes that have passed 
over each ferry during the year. 

Sec 23. Chapters one, two, and three of the Ordinances of 1906 and chapter 
twenty-two of the Revised Ordinances of 1898 are hereby repealed. 

In Common Council, March 19, J 908. 
Passed. Sent up for concurrence. 

Leo F. McCullough, President. 

In Board of Aldermen, March 23, 1908. 
Concurred. 

Louis M. Clark, Chairman. 
Approved April 6, 1908. 

G. A. Hibbard, Mayor. 
A true copy. 
■Attest: John T. Priest, City Clerk. 



Post-Office Department, 
Second Assistant Postmaster-General, 

Washington, September 22, 1908. 
Hon. George B. McClellan, 

Mayor of the City of New York, N. Y. 
Sir : The commission appointed by the Postmaster-General to investigate and 
report to him with reference to the feasibility and desirability of the Govern- 
ment purchasing or installing the equipment for pneumatic-tube mail service 
and operating the same, etc., appointed a subcommittee, consisting of Messrs. 
Stewart, Bradley, Masten, and Norris, to take up the investigation and details 
of the inquiry as provided by law. Accordingly, we have the honor to submit 
the following : 

The Postmaster-General has contracted with the New York Pneumatic Service 
Company, a corporation organized under the laws of the State of New York, 
for the installation of pneumatic tubes and necessary power plants and oper- 
ating machinery and the operation of pneumatic-tube mail service as contractor 
with the United States in the cities of New York and Brooklyn, for a period of 
ten years, commencing November 1, 1906, and ending June 30, 1916. The 






PNEUMATIC-TUBE SERVICE FOR THE MAILS. 75 

accompanying maps show the lines contracted for, those in operation separate 
from those under construction. 

In the act of March 27, 190S, making appropriations for the service of the 
Post-Office Department for the fiscal year ending June 30, 1909, Congress pro- 
vided as follows : 

"And the Postmaster-General is hereby authorized and directed to investigate 
and report to Congress not later than January 1, 1909, the feasibility and 
desirability of the Government purchasing or installing the equipment for 
pneumatic-tube service, and thereafter operating the same in the cities where 
such service is now in operation, and also ascertain and report the approximate 
cost of purchase and likewise of installation and the cost of maintenance and 
operation." 

One of the important questions for consideration of the commission, and 
ultimately the Postmaster-General and Congress, is the relations which would 
exist between the United States and the municipalities of New York and 
Brooklyn and the attitude of the latter toward the former in the matter of the 
performance of mail service by pneumatic tubes through the streets of said 
municipalities, in the event the United States should purchase the tubes now 
laid or install others for the direct performance of mail service thereby. 

By an appointment with the assistant city counsellor, Mr. W. P. Burr, the 
subcommittee met him at his office and discussed this question, and it was 
agreed that the inquiry should be submitted to you formally. We therefore 
have to request that we be furnished with a copy of existing laws and ordi- 
nances relative to the granting of franchises in the cities named, and such 
other matters of regulation as may exist relative to the installation and opera- 
tion of such property in the streets. We also have to request to be informed 
as to your opinion regarding the application of the local ordinances respecting 
the franchises, etc., to the United States in the matter of the installation 
of pneumatic tubes and the operation of mail service through the same. In 
this connection we beg leave to submit for consideration our understanding 
with respect to the general rights of the United States in the conduct of the 
mail service. These general propositions may be stated as follows : 

That the Constitution of the United States confers upon Congress the power 
"to establish post-offices and post-roads." (Constitution, art. 1, sec. 8.) 

That this power granted to Congress carries with it all powers necessary to 
make it effective. 

That all the streets of a city like New York over which letter-carrier routes 
are established are post routes under the law. 

That the conduct of the postal business by the Post-Office Department is a 
governmental function. 

Any statute or ordinance which imposes any restriction on the free exercise 
of this function other than to make the agents of the Government subject to 
the local police regulations Or the police power of the State, will have no 
effect as against the United States. 

We have the honor to request as early a reply as practicable. 
Very respectfully, 

Joseph Stewart, 
Chairman Subcommittee, Pneumatic Tube Commission. 



City of New York, 
Office of the Mayor, 

December 7, 1908. 
Hon. Joseph Stewart, 

Chairman Subcommittee, Pneumatic Tube Commission, 

Washington, D. C. 
Sir: I received your communication of September 22, 1908, and referred the 
same to the corporation counsel for an opinion. 

It appears, in this communication, that the Postmaster-General was author- 
ized and directed to investigate and report to Congress not later than January 
1, 1909, as to the feasibility of the United States Government purchasing, 
further installing, and operating a pneumatic-tube service in the cities where 
such service ha3 been introduced. I am informed that the Postmaster-General, 
in pursuance of this instruction, selected a commission which in turn appointed 
a subcommittee, consisting of Messrs. Stewart, Bradley, Masten, and Norris, 
to take up the investigation and details of the question as directed by Congress. 



76 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Three questions are presented to me in your communication: 

First. What is the attitude of the city of New York toward the United 
States Government in the matter of the operation of mail service by pneumatic- 
tubes in the streets of the city, if the Government should purchase the tubes 
now laid or install others for mail service. 

Second. I am requested to furnish a copy of existing laws and ordinances 
relative to the granting of franchises in New York City, and such other matters 
or regulations as may exist relative to the installation and operation of pneu- 
matic tubes in the streets. 

Third. I am requested to furnish your commission with my views on the appli- 
cation of local laws and ordinances to the United States Government in the 
matter of the installation of pneumatic tubes for the operation of mail service 
in the city. 

Taking up the first question, I answer the same as follows: 

The seventh and seventeenth subdivisions of the eighth section of article 1 
of the Constitution of the United States provides : 

"The Congress shall have power * * * (7) To establish post-offices and 
post-roads * * * (17) To make all laws which shall be necessary and 
proper for carrying into execution the foregoing powers; and all other powers 
vested by this constitution in the Government of the United States, or in any 
department or officer thereof." 

I find that this subdivision of the section has been construed by Chief Justice 
Waite of the Supreme Court of the United States in Pensacola Telegraph 
Company v. The Western Union Telegraph Company (96 U. S., 1), where the 
learned Chief Justice said (p. 9) : 

"Post-offices and post-roads are established to facilitate the transmission of 
intelligence. Both commerce and the postal service are .placed within the power 
of Congress, because, being national in their operation, they should be under 
the protecting care of the National Government. 

"The powers thus granted are not confined to the instrumentalities of com- 
merce or the postal service known or in use when the Constitution was adopted, 
but they keep pace with the progress of the country and adapt themselves to 
the new developments of time and circumstances. They extend from the horse 
with its rider to the stage coach, from the sailing vessel to the -steam boat, 
from the coach and the steamboat to the railroad, and from the railroad to 
the telegraph, as these new agencies are successively brought into use to meet 
the demands of increasing population and wealth. They were intended for 
the government of the business to which they relate, at all times and under 
all circumstances. As they were intrusted to the general government for the 
good of the nation, it is not only the right, but the duty of Congress to see to 
it that intercourse among the States and the transmission of intelligence are not 
obstructed or necessarily encumbered by state legislation." 

In Ex parte Jackson (96 U. S., 727), the Supreme Court, by Mr. Justice 
Field further said (p. 732) : 

V The power vested in Congress ' to establish post-offices and post-roads ' has 
been practically construed, since the foundation of the Government, to authorize 
not merely the designation of the routes over which the mail shall be carried, 
and the offices where letters and other documents shall be received to be dis- 
tributed or forwarded, but the carriage of the mail, and all measures necessary 
to secure its safe and speedy transit and the prompt delivery of its contents." 

I further find that the streets of the city of New York have been established 
as post-roads of the United States Government (Western Union Telegraph 
Company v. City of New York, 38 Fed. Rep., 552). 

In regard to the United States Government paying for the privilege of oper- 
ating pneumatic tubes in the streets of the city, I find in M'Culloch v. State 
of Maryland (4 Wheat, 317), that Chief Justice Marshall, in a case where 
the question involved was whether the State of Maryland could tax the United 
States Bank located within its boundaries, said (p. 439) : 

"The court has bestowed on this subject its most deliberate consideration. 
The result is a conviction that the States have no power by taxation or other- 
wise, to retard, impede, burden, or in any manner control the operations of 
the constitutional laws enacted by Congress to carry into execution the powers 
vested in the general government. This is, we think, the unavoidable conse- 
quence of that supremacy which the Constitution has declared. We are 
unanimously of the opinion that the law passed by the Legislature of Maryland, 
imposing a tax on the Bank of the United States, is unconstitutional and void." 

This view was reaffirmed in Telegraph Company v. Texas (105 U. S., 461), 
where the Supreme Court by Chief Justice Waite, at page 466, held that the 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 77 

State of Texas could not charge a tax or toll for messages sent over the wires 
of this telegraph company by United States officials through the State of Texas. 
The court said : 

"As to government messages it is a tax by the State on the menus employed 
by the Government of the United States to execute its constitutional powers and, 
therefore, void. It was so decided in M'Culloch v. Maryland (4 Wheat. 310), 
and has never been doubted since." 

It would therefore appear from these authorities that if Congress should 
authorize the Post-Office Department to maintain and operate pneumatic tubes 
in the city of New York, that no charge for the use of the highways could be 
exacted from the Government. This view, of course, is limited to the United 
States Government operating the pneumatic tubes in question, for if the same 
were owned and managed by a private corporation for its personal gain, a 
different rule appears to apply (Horn Silver Mining Co. v. State of New York, 
145 U. S., 315; Western Union Telegraph Company v. Massachusetts, 125 
U. S. 530). 

There appears, however, a limitation upon the unqualified use of post-roads, 
namely the police power vested in the States and the municipalities therein. 

In Patterson v. Kentucky (97 U. S., 501) Mr. Justice Harlan said (p. 504) : 

" By the settled doctrines of this court the police power extends at least to 
the protection of the lives, the health, and the property of the community 
against the injurious exercise by any citizen of his own rights. State legisla- 
tion, strictly and legitimately for police purposes, does not, in the sense of 
the constitution, necessarily entrench upon any authority which has been con- 
fided, expressly or by implication, to the National Government." 

In W T estern Union Telegraph Company v. Mayor of the City of New York 
(38 Fed. Rep., 552), Mr. Justice Wallace, in the well-known case where the 
state and local authorities forced the telegraph and telephone companies to 
take down overhead wires and install the same in conduits under the streets, 
said (p. 554) : 

" Nevertheless, persons and corporations enjoying grants and privileges from 
the United States exercising federal agencies and engaged in interstate com- 
merce are not beyond the operation of the laws of the State in which they 
reside or carry on their business; and it is only when these laws incapacitate 
or unreasonably impede them in the exercise of their federal privileges or 
duties and transcend the power which each State possesses over its purely 
domestic affairs, whether of police or internal commerce, that they invade the 
national jurisdiction." 

The same view was taken by Mr. Justice Simonton in City of Richmond v. 
Southern Bell Telephone Company (85 Fed. Rep., 19), where the learned 
justice said (p. 25) : 

" Streets and alleys in a city are public property placed under the super- 
vision and control of the municipality, the representative of the sovereign 
power. They exercise this supervision and control for the benefit of the 
whole public, those living upon and those passing through such streets and 
alleys. And in the exercise of this supervision, which is the police power, 
they must see to it that the rights of the public and private persons are not 
infringed. * * * And as the municipality is the guardian of the public in 
this regard it can establish such lawful provisions as may regulate the use, 
always, however, avoiding such regulations as will make the use burdensome 
and intolerable, and so practically impossible." 

I therefore answer your first question that (1) in my opinion Congress 
may authorize the use in the city of New York of the latest and most modern 
appliances for the mail service; (2) that if the United States Government 
deems it expedient to operate this new and modern invention, that the same 
may be mainained without charge; and (3) that this power vested in the 
United States Government is subject to such reasonable police regulations of 
the State and city in order that the public may be protected, but the United 
States Government not hindered or impeded in its work. 

In reference to any private rights in the streets of the city I would refer 
your committee to the case of the Western Union Telegraph Company v. 
Pennsylvania Rnilroad (195 U. S., 540), where it was held that the right of 
way of the Pennsylvania Railroad Company was in its nature a private one, 
and the telegraph company, operating under the act of Congress of July, 1866, 
could not invade the same without due process of law. 

Tn answer to your second request I send you herewith a memorandum of 
the different laws and regulations affecting the use of the streets. 



78 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

In answer to your third question I inform you that I will cooperate In 
every way to secure state or municipal legislation if Congress should decide 
to authorize the Post-Office Department to operate and install a pneumatic- 
tube service in the city of New York. 

I take this action as I consider it of the greatest importance that the citi- 
zens of this city should have the latest and most modern appliances to facili- 
tate the transmission of the mail. 

Respectfully, yours, George B. McClellan, Mayor, 



Memorandum as to Pneumatic Tubes in the City of New York. 

A brief history of the organization and operation of pneumatic-tube service 
in the greater city of New York is as follows : 

TUBULAR DISPATCH COMPANY. 

The Tubular Dispatch Company is a corporation organized and existing 
under the laws of the State of New York and particularly under the provisions 
of an act entitled " An act to provide for the transmission of letters, parcels, 
packages, mails, messages, merchandise, and property between the city of New 
York and the villages, towns, and cities in the vicinity thereof," passed May 9, 
1874, being chapter 400 of the Laws of 1874, and under a further and supple- 
mental act passed May, 1895, chapter 977 of the Laws of 1895. 

The acts above referred to are as follows : 

Chapter 400 of the Laws of 1874, section 1. 

" L. W. Emerson (and others) and their assigns and such persons as they 
may associate with them are hereby authorized and empowered to lay down, 
construct, and maintain tubes of iron, wood, or other material, underground 
and beneath the bed of navigable waters in and between the city of New York 
and the villages, towns, and cities in the neighborhood thereof at such depth 
below the bed of such waters as not to interfere with the channels, anchorage, 
or navigation thereof, and for the purpose of such construction underground 
shall have the right to open any street or avenue in any incorporated town or 
city, by and with the consent of the corporate authorities of such town or 
city, excepting in the city of New York, where such consent shall be obtained 
from the commissioner of public works, and to convey letters, parcels, packages, 
mails, messages, merchandise, and property in and through said tubes for com- 
pensation by means of the pneumatic method of propulsion." 

Supplemental act passed May, 1895, became a law June 7, 1895. 

Chapter 977 of the Laws of 1895, section i. 

" In addition to the powers, rights, and privileges granted by chapter 400 
of the Laws of 1874, entitled 'An act to provide for the transmission of letters, 
mails, messages, merchandise, and other properties between the city of New 
York and the villages, towns, and cities in the vicinity thereof/ a company 
incorporated under the provisions of said act, known as the Tubular Dispatch 
Company, shall have the right to use in addition to compressed air electricity 
or other mechanical method as a motive power." 

In January, 1S97, the Tubular Dispatch Company applied to General Collis, 
then commissioner of the department of public works, for permission to open 
streets for the purpose of laying down tubing for the transmission of letters, etc. 

On February 9, 1897, the commissioner of public works issued a general 
permit to lay and maintain tubes from the general post-office to various sub- 
stations throughout the city. 

On June 14, 1897, a second permit was given to the company to install a cir- 
cuit from the general post-office to the Produce Exchange Building in Beaver 
street. 

On July 8, 1897, a general permit was given to install a circuit from the 
general post-office to Third avenue and Eighth street, to Twenty-third street 
and Madison avenue, to Third avenue and Twenty-eighth street, to Forty- 
fourth street and Lexington avenue. 



PNEUMATIC-TUBE SEBVICE FOR THE MAILS. 79 

On August 16, 1897, a further permit was issued to install a circuit from the 
general post-office to the Park Row approach of the New York and Brooklyn bridge. 

On November 22, 1897, a permit was issued to install a circuit from the United 
States public stores to the custom-house at Wall and William streets. 

These permits were all executed by the company, which agreed in its accep- 
tance to abide by the terms and conditions therein imposed. 

It is stated that the routes covered some 24 miles of streets, but that owing 
to the methods of construction necessary to be employed over 100 miles of 
tubing would have to be laid to complete the routes applied for. 

It further appears that the company did not construct and lay tubing through- 
out all of the routes described in its application for the permits for the reason 
that the method of construction and operation was a very expensive one and 
the system at that time was very novel, and for the further reason that the 
company did not secure from the United States Government contracts covering 
its entire route. It did, however, secure from the Government contracts for 
pneumatic-tube propulsion system between the New York general post-office and 
the Brooklyn post-office and between the general post-office in New York and the 
substation at Forty-fourth street and Lexington avenue; also between the 
United States public stores at Christopher and Washington streets and the 
United States custom-house at Wall and William streets. These three routes 
were constructed and in operation under contract with the United States Gov- 
ernment until, owing to difficulties with the New York Mail and News] taper 
Transportation Company, which company had leased from the Tubular Dispatch 
Company the right to operate a line from the New York post-office to the 
Brooklyn post-office, and owing also to the default in payment of interest on a 
mortgage made to the Central Trust Company, receivers were appointed by the 
supreme court, and the property and franchises of the company were sold under 
foreclosure. The Tubular Dispatch Company has now been succeeded by the 
New York Pneumatic Service Company. 

The permits granted in 1897 by the department of public works to the com- 
pany provided that 2 per cent of the gross receipts of the company should be 
paid to the city of New York, and for the years 1898 to 1904, inclusive, the per- 
centage was paid as so provided. 

Under date of February 8, 1906, the corporation counsel advised the then 
commissioner of water supply, gas, and electricity of the city of New York that 
it would be against public policy to recognize as valid the permits granted in 
1897 and 1898, which were not acted upon by the company. 

NEW YORK MAIL AND NEWSPAPER TRANSPORTATION COMPANY. 

The Mail Company was incorporated by special act of the legislature, chapter 
164 of the Laws of 1893. Section 1 of said chapter reads in part as follows: 

" The general purpose of such corporation shall be, and it is hereby, author- 
ized and empowered to construct, maintain, and operate pneumatic tubes and 
other devices for the speedy transmission and delivery of the mails, newspapers, 
and parcels within and between the cities of this State * * * ." 

Section 5 reads in part as follows : 

" The said corporation is hereby empowered, without other or further au- 
thority of law or ordinance, to do any or all of the following: To locate, to 
construct, to maintain, and to operate tubes not to exceed 3 feet in diameter 
between the central post-offices and the branch post-offices and newspaper 
offices and postal stations in said cities of this State by such route or routes as 
shall be determined by said corporation and to transmit and to supply power 
along any or all of its route or routes and to make connections with and between 
said post-offices and buildings in which newspapers are published and other 
buildings, railways, ferries, and postal stations within and between the cities 
of this State, and to convey and transport and to deliver the United States 
mails, newspapers, and parcels * * * ." 

Section 6 of said act reads as follows: 

" Said corporation shall pay annually into the treasury of the cities of New 
York and Brooklyn, on or before October 1, in equal parts, share and share 
alike, a sum equal to 3 per cent of its gross earnings in said city for the pre- 
ceding calendar year, or a sum equal to $1 for every 100 yards of tubes con- 
structed and operated by it in said city." 

Section 7 reads in part as follows: 

" Nothing in this act shall be construed to authorize such corporation to 
open the streets of the city of New York for the purpose of laying pneumatic 



80 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



tubes except with the consent of the mayor or the commissioner of publ 
works of the city of New York, but such consent shall not be necessary for 
repairs or for connections not to exceed in the length of any connection a 
distance greater than the length of 4 city blocks of maximum size." 

It appears the company did not operate under the foregoing franchise until 
November, 1897, and in an action brought by W. H. Bliss and others against 
the Tubular Dispatch Company, New York Mail and Newspaper Transportation 
Company, and others for an accounting by Des Passes Brothers, attorneys for 
plaintiff, it is stated that until November, 1897, the Mail Company was a mere 
paper corporation; that from November, 1897, to the summer of 1898, tubes 
were constructed from the New York general post-office to the Brooklyn Bridge 
for the Tubular Dispatch Company, but in February, 1898, said tubes were 
sold to the New York Mail and Newspaper Transportation Company. On De- 
cember 31, 1897, the Mail Company entered into a contract, modifying its 
former contracts of March, 1896, and March, 1897, which last agreement with 
the trustees of the New York and Brooklyn Bridge permitted the company to 
lay its tubes over the Brooklyn Bridge for a period terminating March 1, 1922. 
The agreement with the trustees of the bridge requires the company to pay 
$1,001 per annum. 

On November 10, 1902, there was issued by the department of water supply, 
gas, and electricity, a general permit to take up pavement at numerous 
streets. This permit was signed by the commissioner of water supply, gas, 
and electricity and Jacob A. Cantor, borough president, and was indorsed 
"Approved, Seth Low, Mayor." In 1906, the engineers of the city reported 
that no work of construction had been done under this permit. 

Until 1902 the contracts with the United States Government for the opera- 
tion of the pneumatic-tube circuits in the city were made with the Tubular 
Dispatch Company, but on August 1, 1902, the Tubular Dispatch Company 
leased to the Mail Company all of its plant, property, and franchises for the 
term of three years from the date of a contract to be entered into by the 
Mail Company with the United States Government. Said lease provided that 
if the contract with the United States Government was for four years, the 
lease from the Tubular Dispatch Company to the Mail Company should be 
continued for an additional year. 

Under date of June 12, 1906, the corporation counsel advised the then com- 
missioner of water supply, gas, and electricity that the said company had 
legally offered to lay pneumatic tubes in the streets of the city. 

The mortgage foreclosure sale of the property and franchise of the Tubular 
Dispatch Company took place on the 5th of June, 1906, and the property was 
purchased by W. E. L. Dillaway, president of the American Pneumatic Service 
Company. 

On June 29, 1906, the New York Pneumatic Service Company was incor- 
porated according to the Financial Chronicle (vol. 83, p. 1102) as the successor 
of the Tubular Dispatch Company, and on October 16, 1906, took possession of 
the property of that company. The Financial Chronicle further stated, at 
page 34 of such volume, that the receipts of the New York Mail and Newspaper 
Transportation Company from September, 1902, to June, 1906, were in excess 
of $100,000 annually. 

As stated in the above communication of the commission, the Postmaster- 
General has contracted with the New York Pneumatic Service Company in 
the cities of New York and Brooklyn for a period of ten years commencing 
November 1, 1906, and ending June 30, 1916. 

Under date of September 18, 1906, the corporation counsel advised the comp- 
troller that the New York Mail and Newspaper Transportation Company, under 
the terms of its franchise, could pay either a sum equal to the sum of 3 per 
cent of its gross earnings for the preceding calendar year, or a sum equal to 
$1 for every 100 yards of tubes constructed and operated by it in said city. 
Payment has been made by the company on the latter basis, which yields the 
city a small sum compared to that which it would receive if it received a 
percentage of the gross receipts. 

The foregoing comprises all the information on file in this office on the sub- 
ject of pneumatic-tube mail service in the city of New York. 

Complying with the request contained in the above communication to "be 
furnished with a copy of existing laws and ordinances relative to the grant- 
ing of franchises," I herewith quote the sections of the Greater New York 



lie 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 81 

charter (New York Laws of 1901, chap. 466) applicable thereto, in so far as 
they are of interest in this connection : 

" Sec. 71. The rights of the city in and to its water front, ferries, wharf 
property, land under water, public landings, wharves, docks, streets, avenues, 
parks, and all other public places are hereby declared to be inalienable. 

" Sec 72. Every grant of -or relating to a franchise of any character to any 
person or corporation must, unless otherwise provided in this act, be by 
ordinance of the board of aldermen or by resolution of the board of estimate 
and apportionment or a contract executed by or under the authority of the said 
board of estimate and apportionment, provided that every such ordinance, 
resolution, or contract shall be subject to the provisions of this act with respect 
to approval by the mayor. But this section shall not apply to any franchise, 
right, or contract authorized by the board of rapid transit railroad commis- 
sioners of the city of New York. 

" Sec. 73. After the approval of this act, no franchise or right to use the 
streets, avenues, waters, rivers, parkways, or highways of the city shall be 
granted by any board or officer of the city of New York under the authority 
of this act to any person or corporation for a longer period than twenty-five 
years, except as herein provided, but such grant may, at the option of the city, 
provide for giving to the grantee the right on a fair revaluation or revaluations 
to renewals not exceeding in the aggregate twenty-five years. * * * At the 
termination of any franchise or right granted by the board of estimate and 
apportionment all the rights or property of the grantee in the streets, avenues, 
waters, rivers, parkways, and highways shall cease without compensation. 
Every such grant of a franchise and every contract made by the city in pur- 
suance thereof may provide that upon the termination of the franchise or 
right granted by the board of estimate and apportionment the plant of the 
grantee, with its appurtenances, shall thereupon be and become the property of 
the city without further or other compensation to the grantee; or such grant 
and contract may provide that upon such termination there shall be a fair 
valuation of the plant which shall be and become the property of the city on 
the termination of the contract on paying the grantee such valuation. If by 
virtue of the grant or contract the plant is to become the city's without money 
payment therefor, the city shall have the option either to take and operate the 
said property on its own account, or to lease the same for a term not exceeding 
twenty years. If the original grant shall provide that the city shall make 
payment for the plant and property, such payment shall be at a fair valuation 
of the same as property, excluding any value derived from the franchise; and 
if the city shall make payment for such plant it shall in that event have the 
option either to operate the plant and property on its own account or to lease 
the said plant and property and the right to the use of streets and public places 
in connection therewith for limited periods, in the same or similar manner as 
it leases the ferries and docks. Every grant shall make adequate provision by 
way of forfeiture of the grant, or otherwise, to secure efficiency of public 
service at reasonable rates and the maintenance of the property in good con- 
dition throughout the full term of the grant. The grant or contract shall also 
specify the mode of determining the valuation and revaluations therein pro- 
vided for. 

" Sec 74. Before any grant of the franchise or right to use any street, avenue, 
waterway, parkway, park, bridge, dock, wharf, highway, or public ground or 
water within or belonging to the city shall be made by the board of estimate 
and apportionment, the proposed specific grant embodied in the form of a con- 
tract, with all of the terms and conditions, including the provisions as to rates, 
fares, and charges, and, together with the form of the resolution or resolutions 
for the granting of the same, shall be entered in the minutes of the board of 
estimate and apportionment and after such entry shall be published at least 
twenty days in the city record and at least twice in two daily newspapers 
published in the city, to be designated by the mayor, at the expense of the 
proposed grantee. The board of estimate and apportionment shall, before 
authorizing any such contract or adopting any such resolution, set a date or 
dates for a public hearing thereon at which citizens shall be entitled to appear 
and be heard. No such hearing shall be held, however, until notice thereof 
shall have been published for at least ten days immediately prior thereto in 
the city record and at least twice in two daily newspapers published in the 
city, to be designated by the mayor, at the expense of the proposed grantee, 

H. Doc. 1220, 60-2 6 



82 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

and the said board of estimate and apportionment, before authorizing any such 
contract or adopting any such resolution, shall make inquiry as to the money 
value of the franchise or right proposed to be granted and the adequacy of 
the compensation proposed to be paid therefor, and publish the results of such 
inquiry at least ten days in the city record and at least twice in the daily 
newspapers in which such form of contract shall, be published. Every such 
contract or resolution shall be entered on the minutes or record of such board 
of estimate and apportionment, and every contract or resolution containing 
or making such grant shall require the concurrence of members of the board 
of estimate and apportionment entitled, as provided by law, to three-fourths 
of the total number of votes to which all the members of the said board shall 
be entitled, and the votes shall be shown by the ayes and noes as recorded 
in the minutes of the board. Thirty days at least shall intervene between 
the introduction and final passage of any such resolution or authorization 
of such contract. The separate and additional approval of tbe mayor shall be 
necessary to the validity of every such contract or resolution. This act shall 
apply to any renewal or extension of the grant or leasing of the property to 
the same grantee or to others. Within five days after the adoption of any 
such resolution or any such authorization a copy thereof, including the full 
text of the franchise, grant, or contract, and duly attested by the clerk of the 
board of estimate and apportionment, shall be transmitted to each of the follow- 
ing: The comptroller, the corporation counsel, the city clerk, and the board 
of rapid-transit railroad commissioners of the city of New York, to be pre- 
served by them among the archives of their departments or office. All such 
certified copies shall be deemed to be public records. 

" Sec. 75. The board of alderman may, from time to time, with respect to any 
grant which that board shall, under the authority of this act, have the exclusive 
power to make, pass appropriate ordinances, not inconsistent with the constitu- 
tion and laws of the State, to carry the provisions of this title into effect, but 
shall not part with the right and duty at all times to exercise, in the interest of 
the public, full municipal superintendence, regulation, and control in respect of 
all matters connected with such grant, and not inconsistent with the terms 
thereof." 

As to the general powers of the board of estimate and apportionment over 
the streets, see section 242 of the charter (as amended by Laws, 1905, chap. 629). 



Post-Office' Department, 
Second Assistant Postmaster-General, 

Division of Railway Adjustments, 

Washington, September 28, 1908. 
Hon. William R. Willcox, 

Chairman Public Service Commission, 

Tribune Building, Neiu York, N. Y. 
Sir : The commission appointed by the Postmaster-General to investigate and 
report to him with reference to the feasibility and desirability of the Govern- 
ment purchasing or installing the equipment for pneumatic tube mail service 
and operating the same, etc., appointed a subcommittee to take up the investi- 
gation and details of the inquiry as provided by law. Accordingly, we have to 
submit to you the following : 

The Postmaster-General has contracted with the New York Pneumatic 
Service Company, a corporation organized under the laws of the State of New 
York, for the installation of pneumatic tubes and necessary power plants and 
operating machinery and the operation of pneumatic tube mail service as con- 
tractor with the United States in the cities of New York and Brooklyn, for the 
period from November 1, 1906, to June 30, 1916. 

In the act of March 27, 1908, making appropriations for the service of the 
Post-Office Department for the fiscal year ending June 30, 1908, Congress pro- 
vided as follows: 

" And the Postmaster-General is hereby authorized and directed to investigate 
and report to Congress not later than January 1, 1909, the feasibility and desira- 
bility of the Government purchasing or installing the equipment for pneumatic- 
tube service, and thereafter operating the same in the cities where such service 
is now in operation, and also ascertain and report the approximate cost of 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 83 

purchase and likewise of installation and the cost of maintenance and oper- 
ation." 

The question has arisen as to the probability of installing pneumatic tubes 
for mail purposes in existing or proposed subways in New York and Brooklyn, 
and we desire to be informed what the probable attitude of the public service 
commission would be toward such installation and operation and, if such 
installation were regarded as practicable and desirable, under what conditions 
such installation would be allowed by the public service commission and how the 
permission to install such tubes would be obtained. 

As our report to the Postmaster-General must be made at an early date, I 
have the honor to request as early a reply as practicable. 
Very respectfully, 

Joseph Stewart, 
Chairman Subcommittee Pneumatic Tube Commission, 



State of New York, 
Public Service Commission for the First District, 

New York, October 15, 1908. 
Joseph Stewart, Esq., 

Chairman Subcommittee Pneumatic Tube Commission, 
Division of Railway Adjustments, 

Washington, D. C. 
Dear Sir: Under date of September 28 you addressed a communication to 
this commission asking to be informed as to the probable attitude of the com- 
mission with respect to the matter of construction and installation of pneumatic 
mail tubes in existing and proposed subways, which was acknowledged on Sep- 
tember 30. The matters presented in your communication were referred for 
advice to the chief engineer and to the counsel of this commission, and they 
have rendered opinions thereon to the commission, which has directed me to 
inform you of their conclusions, which I can perhaps best do by quoting their 
opinions in full. 
The chief engineer's communication is as follows: 

"Travis H. Whitney, Esq., 

" Secretary Public Service Commission. 

"installation of mail tubes in subways. 

"Dear Sir: In reply to your communication of September 30, in reference 
to the installation of mail tubes in existing or proposed subways in New York 
and Brooklyn, I would say that it is very questionable whether available space 
exists for such tubes in the subways constructed under contracts 1 and 2, ex- 
cept in the section crossing the East River from the Battery. 

" In these subways the clearances are very small, and difficulties in locating 
a line of tubes of the size used in the mail service would be multiplied many 
times by the signals used in operation of the railroads, existing lines for distri- 
bution of compressed air, and electricity. 

" The structure containing the Rapid Transit Railroad being under lease to 
the Interborough, it would probably be necessary to obtain the consent of the 
railroad company for the installation of the mail tubes, should such an installa- 
tion be deemed desirable. 

" In the case of the Brooklyn loop lines in Manhattan, now under construc- 
tion, the clearances are greater than in the subways now in operation, and 
space sufficient for the mail tubes exists, although such a location of the tubes 
would not be advantageous for their maintenance. 

" In the case of pipe galleries under construction or to be constructed, there 
would be no difficulty in locating the mail tubes in the pipe galleries. The only 
pipe galleries now under contract for construction are those to be built on De- 
lancey street and Delancey street extension from Cleveland place to Essox 
street, and should it be deemed desirable to place mail tubes in these galleries 
the fact should be determined as early as possible, so that in fixing the loca- 
tion of pipes to be placed in the galleries, which is now being done, provision 
for the mail tubes could be taken into consideration. 
"Yours very truly, 

"Henry B. Seaman, 

" Chief Engineer.** 



84 PNEUMATIC-TUBE SEKVICE FOR THE MAILS. 

The counsel's communication is as follows : 

"October 12, 1908. 
" Public Service Commission for the First District. 

" Sirs : I have the secretary's letter of September 30 embodying a letter dated 
September 28 from Joseph Stewart, chairman of the subcommittee of the pneu- 
matic tube commission, and I am also in receipt of the secretary's letter of 
October 7, transmitting a copy of the chief engineer's report, dated October 3, 
upon the subject-matter of Mr. Stewart's letter. 

" Mr. Stewart states in part in his letter : 

" ' The question has arisen as to the probability of installing pneumatic tubes 
for mail purposes in existing or proposed subways in New York and Brooklyn, 
and we desire to be informed what the probable attitude of the public service 
commission would be toward such installation and operation and, if such 
installation were regarded as practicable and desirable, under what conditions 
such installation would be allowed by the public service commission and how 
the permission to install such tubes would be obtained.' 

" So far as the legal aspect of this question is concerned, I desire to advise 
you that any authority for the installation of pneumatic mail tubes must 
depend upon the provisions of the rapid transit act. Section 6 of the rapid 
transit act provides in part as follows: 

" ' When the consents of the local authorities and the property owners, or in 
lieu thereof, the authorization of the said appellate division of the supreme 
court upon the report of commissioners, shall have been obtained, the board 
of rapid transit railroad commissioners shall at once proceed to prepare de- 
tailed plans and specifications for the construction of such rapid transit railway 
or railways in accordance with the general plan of construction, including all 
devices and appurtenances deemed by it necessary to seeure the greatest effi- 
ciency, public convenience and safety, including the number, location, and 
description of stations and plans and specifications for the suitable supports, 
turn-outs, switches, sidings, connections, landing places, buildings, platforms, 
stairways, elevators, telegraph and signal devices, and other suitable appli- 
ances incidental and requisite to what the board may approve as the best and 
most efficient system of rapid transit in view of the public needs and require- 
ments * * *.' 

" It seems to me that under this provision the only appliances authorized to 
be constructed as part of the railroad are those which are ' incidental and 
requisite' to the operation of the railroad, and from such information as I 
have it does not seem to me that the matter of pneumatic mail tubes would 
fall within this class. It is to be remembered also that the interest and sinking 
fund charges provided for in the act are to be charged upon the cost of the 
railroad, and in view of that provision I do not think it proper that upon the 
cost of the railroad should be imposed the cost of the construction of other 
appliances which, although undoubtedly of great public use, are not in them- 
selves necessary for its operation. 

" The rapid transit act, also, however, provides for the construction of pipe 
galleries, the cost of which, under section 34a, is to be deducted from the 
amount of bonds upon which the interest and sinking fund charges are to be 
paid. In regard to these galleries, section 6 in part provides that — 

" ' The said board may, in its discretion, include in its said plans provisions 
for galleries, ways, subways or tunnels for sewers, gas or water pipes, electric 
wires and other subsurface structures and conductors proper to be placed 
underground, whenever necessary so to do, in order to permit of the proper 
construction of any railway herein provided for in accordance with the plans 
and specifications of the said board, or for any other purpose in furtherance 
of the public interest or convenience.' 

" It is further provided in section 6 that these galleries shall be maintained 
by the city, but should be in the care and charge of the rapid transit board 
and subject to such regulations as it should prescribe. 

" The chief engineer in his report evidently considers it practicable to in- 
stall the pneumatic mail tubes in the pipe galleries, and it seems to me that 
that course is proper. The pipe galleries are provided for the purpose of 
having placed therein all subsurface structures, except possibly those such 
as sewers, which would be too large to be placed therein, and it seems to me 
that the placing of pneumatic tubes in those galleries would be only follow- 
ing out the plain intent of the act. 

" In regard to installing pneumatic mail tubes in the subways at present 
constructed, I have noted that the chief engineer, in his report, evidently con- 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 85 

siders such a course impracticable, but the same legal situation to which 
1 have referred as applied generally to subways seems to me also to apply 
to the ones now in operation, although further complicated by the fact that 
the Interborough Company is now in possession of those roads, under its 
contract with the city. It would, therefore, be necessary, as a first step, to 
have the consent of the Interborough Company to the installation of these 
tubes, but even if such consent were given, and such a course met with your 
approval, it would seem to me that additional legislation would be necessary 
before it would be proper to install nonrailroad structures in the subway. If 
such authority should be granted, and the Interborough Company consented 
to placing these tubes in the subway, it would then be necessary for the 
company operating the mail tubes to obtain from the local authorities a proper 
franchise. 

" Mr. Stewart further asks how permission to install such tubes would be 
obtained. As placing the tubes in the pipe galleries seems to be the only 
course for which there is now authority, I think it proper that Mr. Stewart 
be advised that as a first step a franchise to maintain such tubes in the streets 
must be obtained from the board of estimate, in accordance with the pro- 
visions of the Greater New York charter, and when that franchise has been 
obtained application might properly be made to you for permission to place 
the tubes in any galleries which may have been constructed, subject to such 
charges and regulations as you may prescribe. 
" Respectfully yours, 

" Geo. S. Coleman, 
" Counsel to the Commission" 

Very truly yours, 

Travis H. Whitney, 

Secretary. 



Post-Office Department, 
Second Assistant Postmaster-General, 

Division of Railway Adjustments, 

Washington, September 28, 1908. 
Hon. Fred. A. Btjsse, 

Mayor of the City of Chicago, III. 

Sir : The commission appointed by the Postmaster-General to investigate and 
report to him with reference to the feasibility and desirability of the Government 
purchasing or installing the equipment for pneumatic-tube mail service and oper- 
ating the same, etc., appointed a subcommittee, consisting of Messrs. Stew T art, 
Bradley, Masten, and Norris, to take up the investigation and details of the 
inquiry as provided by law. Accordingly, we have the honor to submit the 
following : 

The Postmaster-General has contracted with the Chicago Postal Pneumatic 
Tube Company, a corporation organized under the laws of the State of Illinois, 
for the installation of pneumatic tubes and necessary power plants and operating 
machinery and the operation of pneumatic-tube mail service as contractor with 
the United States in the city of Chicago for the period commencing November 1, 
1906, and ending June 30, 1916. The contracting company has been requested 
to furnish you at once a map showing the lines contracted for, those in operation 
separate from those under consideration. 

In the act of March 27, 1908, making appropriations for the service of the Post- 
Office Department for the fiscal year ending June 30, 1909, Congress provided as 
follows : 

"And the Postmaster-General is hereby authorized and directed to investigate 
and report to Congress not later than January 1, 1909, the feasibility and 
desirability of the Government purchasing or installing the equipment for pneu- 
matic-tube service, and thereafter operating the same in the cities where such 
service is now in operation, and also ascertain and report the approximate cost 
of purchase and likewise of installation and the cost of maintenance and opera- 
tion." 

One of the important questions for consideration of the commission, and ulti- 
mately the Postmaster-General and Congress, is the relations which exist between 
the United States and the municipality of Chicago, and the attitude of the latter 
toward the former in the matter of the performance of mail service by pneu- 



86 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

matic tubes through the streets and municipalities in the event the United 
States should purchase the tubes now laid or install others for the direct per- 
formance of mail service thereby. 

We therefore have the honor to request that we be furnished with a copy of 
existing laws and ordinances relative to the granting of franchises in Chicago, 
and such other matters of regulation as may exist relative to the installation 
and operation of such property in the streets. We also have to request to be 
informed as to your opinion regarding the application of the local ordinances 
respecting the franchises, etc., to the United States in the matter of the installa- 
tion of pneumatic tubes and the operation of mail service through the same. In 
this connection we beg leave to submit for consideration our understanding with 
respect to the general rights of the United States in the conduct of the mail 
service. These general propositions may be stated as follows : 

That the Constitution of the United States confers upon Congress the power 
"to establish post-offices and post-roads. (Constitution, Art. I, sec. 8.) 

That this power granted to Congress carries with it all powers necessary to 
make it effective. 

That all the streets of a city like Chicago over which letter-carrier routes are 
established are post routes under the law. 

That the conduct of the postal business by the Post-Office Department is a 
governmental function. 

That any statute or ordinance which imposes any restriction on the free exer- 
cise of this function other than to make the agents of the Government subject to 
the local police regulations or the police power of the State will have no effect as 
against the United States. 

As our report to the Postmaster-General must be made at an early day, I 
have the honor to request as early a reply as practicable. * 
Very respectfully, 

Joseph Stewart, 
Chairman Subcommittee Pneumatic Tube Commission. 



United States Post-Office, 
Chicago, III., October 8, 1908. 
Hon. Joseph Stewart, 

Second Assistant Postmaster-General, 

Washington, D. C. 
My Dear Sir : The inclosed papers were sent to me by Mayor Fred A. Busse, 
of Chicago, with a request that I forward same to you. 
Respectfully, 

D. A. Campbell, Postmaster. 



City of Chicago, Law Department, 
Office of the Corporation Counsel, 

Chicago, III, October 5, 1908. 
Hon. Fred. A. Busse, 

Mayor City of Chicago. 

Dear Sir : We return herewith letter addressed to you from the office of the 
Second Assistant Postmaster-General by Joseph Stewart, chairman, subcom- 
mittee pneumatic tube commission, which you referred to this department. 

We also inclose copy of an ordinance passed by the city council July 13, 
1903 (council proceedings, 794), granting to the Chicago Postal Pneumatic Tube 
Company the right and privilege of laying, maintaining, and operating pneu- 
matic tubes in the streets and alleys in the city for a period of twenty years 
from and after the acceptance of the ordinance. We are advised that the 
ordinance was accepted October 12, 1903. 

On page 777 of the council proceedings, 1903-4, July 6, 1903, there can be 
found an order passed by the council specifying the streets and alleys in 
which this company was permitted to construct and maintain its tubes. 

As to the legal provisions mentioned in the letter of Mr. Stewart, we submit 
the following: 

The city is organized and existing under and by virtue of the provisions of 
the act to provide for the incorporation of cities and villages, approved April 
10, 1872, and the amendments thereto. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 87 

By various provisions of article 5 of that act, the city council is given 
power to lay out, establish, grade, pave, or otherwise improve streets and 
alleys, to regulate the nt>e of the same, to prevent and remove encroachments or 
obstructions upon the same, to provide for the cleansing of the same, to regu- 
late the use of sidewalks and all structures thereunder, and, speaking generally, 
to do anything and everything with the streets and alleys that will promote 
the public convenience. Under this statute the city clearly has ample right 
to authorize the construction, maintenance, and operation of pneumatic tubes 
for transmission of the mails, and in granting this right the city can impose 
such restrictions as to it may seem proper. 

In this State a city can not grant any franchise, but its power is simply to 
grant a license, which is quite a different thing from a franchise. 

No individual or corporation can construct or maintain any pneumatic tubes 
or any other thing in, on, or under the streets or alleys of the city without 
first obtaining a license from the city. 

The Constitution of the United States has given Congress the power to es- 
tablish post-reads, and the public streets within this city are post-roads, and 
the power of Congress over those streets is supreme while used as post-roads. 

It has been judicially determined that a public street is not a post-road ex- 
cepting at the particular instant when the mail is being transported over it. 
In these days, since the installation of pneumatic-tube service, it is quite 
probable that the courts would allow the Federal Government to maintain 
those tubes, even though they should not be constantly in use. 
Yours, very truly, 

Wm. D. Barge, 

Approved : Assistant Corporation Counsel. 

Edward J. Brundage, 

Corporation Counsel. 



AN ORDINANCE Granting to the Chicago Postal Pneumatic Tube Company certain rights 
and privileges in regard to pneumatic tubes in the city of Chicago. 

Be it ordained oy the city council of the city of Chicago: 



Section 1. Subject to the terms and conditions of this ordiannce, there is 
hereby granted to the Chicago Postal Pneumatic Tube Company, a corporation 
duly organized and existing under the laws of the State of Illinois, permission 
and authority to construct, lay, place, maintain, and operate pneumatic tubes, 
not to exceed two tubes for. each route from place to place, the maximum size 
of such tubes to be eight (8) inches inside diameter occupying cross section, 
including switches, turn-outs, and connections, approximately two hundred and 
seventy-five (275) square inches, with all suitable switches, turn-outs, and con- 
nections with such electrical or other connections as are absolutely necessary 
for the operation of said switches, turn-outs, and connections in, through, upon, 
and under the streets, avenues, alleys, public ways, tunnels, bridges, viaducts, 
and under the Chicago River and its various branches within the city of 
Chicago, said electrical connections not to exceed four wires from the central 
post-office station to each switch ; the rights and privileges granted under this 
ordinance are upon the express condition that said pneumatic tubes are to be 
laid on only such streets, avenues, alleys, public ways, tunnels, upon viaducts, 
and under the Chicago River and its various branches at such points within 
the city of Chicago as may be necessary to connect the temporary and main 
post-office buildings in said city with branch post-offices, subpostal stations, and 
steam railway stations, said tubes to be constructed of cast iron, steel, or brass, 
capable of withstanding a pressure of one hundred (100) pounds per square 
inch, the maximum working pressure not to exceed twenty (20) pounds per 
square inch. 

Before any permit shall be issued to open any street, alley, or public way 
for the installation of tubes under this ordinance, a map or plat of the route 
adopted and streets or alleys to be occupied shall be presented to the city 
council for its approval, and no permit shall be issued until such plat or plats 
or map or maps shall be approved by the city council. 



PNEUMATIC-TUBE SERVICE FOE THE MAILS. 



Sec. 2. Said pneumatic tubes, with all switches, turn-outs, and connections, 
shall be used for the transmission by compressed air or such other power as 
may be hereafter authorized, of United States mail only, and for no other pur- 
pose whatever, and this grant shall become null and void if said pneumatic 
tubes be ever used for any other purpose than carrying United States mails. 

UNDERGROUND PLANS. 

Sec. 3. All such lines of pneumatic tubes shall be placed underground except 
those which must necessarily pass through, over, upon or under tunnels, rail- 
roads, elevated railroads, bridges, or viaducts. Such company shall at all times 
place and keep on file with the commissioner of public works plans showing the 
location of each pneumatic-tube switch, turn-out, and connection, and upon lay- 
ing any pneumatic tubes said company shall file with the commissioner of public 
works a plan showing where each of the same is laid, the location of manholes 
or other openings to gain access thereto, and each cover of said openings shall 
have placed thereon the name of said company. Said pneumatic tubes, branches, 
connections, switches, and other parts shall be laid and constructed along the 
route as shown on the map or plat approved by the city council as hereinbe- 
fore provided and in accordance with the plans approved by the commissioner 
of public works as hereinbefore provided, and said work shall be done to the 
satisfaction of the commissioner of public works : Provided, however, That 
'when said company shall lay its line or lines of pipes or tubes, or any part 
thereof, below the surface of the ground or through a tunnel, the same shall 
be laid in such part of the street, avenue, alley, tunnel,, or other public high- 
way as the commissioner of public works shall direct, and without doing per- 
manent injury to any street, avenue, alley, sidewalk, tunnel, or other public 
place, or in a manner to unnecessarily disturb or interfere with any water pipe, 
gas pipe, sewer, conduit, subway, or other underground work laid by the said 
city or any authorized company or corporation. And if, in the opinion of the 
commissioner of public works, it becomes necessary for the grantee herein to 
change or remove any water pipe, gas pipe, sewer, conduit, subway, or other 
underground work laid by the said city or any authorized company or corpora- 
tion, the said grantee shall change or remove any such underground work entirely 
at its own expense. Whenever said line or lines of pipes cross any street at an 
angle, said street shall be repaved or restored by the said company to such width 
and in such manner as shall be directed by the commissioner of public works, and 
in such manner as shall be directed by the commissioner of public works, and 
the material shall be the same as the material of the remaining portion of the 
street, avenue, or alley in the same block, all such paving to be done at the ex- 
pense of the said company in a first-class manner and to the satisfaction of the 
commissioner of public works. 

TIME FOR LAYING TUBES. 

Sec. 4. The work of laying said pneumatic tubes and other appliances con- 
nected therewith, herein authorized, shall be begun within six (6) months 
after the passage of this ordinance, and at least eight (8) miles of double 
tubes shall be constructed and completed within one year from said passage, 
and any work for which a permit may be granted under this ordinance at any 
time hereafter must be completed within one (1) year from the issuance of said 
permit: Provided, That if the said company shall be restrained or prevented 
from proceeding with the work in laying said tubes, branches, connections, and 
other appliances connected therewith, by order or writ of any court of compe- 
tent jurisdiction, or by the action of the city of Chicago or its duly constituted 
authorities, the time which said company shall be so delayed shall be added 
to the time herein prescribed for the completion of said work. The city of 
Chicago, however, shall have, and it hereby expressly reserves, the right to inter- 
vene in any suit or proceeding brought by any person or persons seeking to 
enjoin, restrain, or in any manner interfere with the prosecution of said con- 
struction and in the name of said company move for a dissolution of such in- 
junction or restraining order and for any proper order in such suit in case it 
shall deem such suit collusive or brought for the purpose of delay or for the 
purpose of extending the time herein prescribed for the completion of the laying 
of said pneumatic tubes. 






PNEUMATIC-TUBE SERVICE FOR THE MAILS. 89 

INJURY TO STREETS. 

Sec. 5. Said company shall not open, disturb, or encumber more of any street, 
avenue, alley, or public place at any time than shall be necessary to enable it to 
proceed with advantage in the laying in any street, avenue, alley, or public 
place of its said pipes or tubes, nor shall said company permit any such street, 
avenue, alley, or public place to remain open or encumbered for a longer period 
than shall be necessary to execute the work for which the same shall have been 
opened or encumbered, and without putting up the necessary barriers and lights 
so as to effectually prevent the happening of any accident in consequence of 
such opening or encumbering of such street, avenue, alley, or public place. 

REPAIRING STREETS. 

Sec. 6. Whenever said corporation shall repair any street, avenue, alley, or 
public highway, it shall put down pavement of such material and quality, and 
such material shall be the same as the remaining portion of the street, avenue, 
alley, or public highway in the same block is constructed of, and in which said 
opening is made, and in such manner as existed before said street was dis- 
turbed. Before a permit shall be granted to said company to open ground in 
any street, sidewalk, alley, avenue, or public place for any purpose, an estimate 
of the cost of the necessary repairing of said street, sidewalk, alley, avenue, or 
public place with a fair additional sum as margin for contingent cost, shall be 
made by the commissioner of public works, and the said applicant corporation 
shall deposit the amount so ascertained with the city comptroller, and the 
permit shall issue to said company only upon the presentation of the comp- 
troller's receipt for the same to the commissioner of public works ; such deposit 
shall remain with the city comptroller for the period of one year, at which 
time, upon the presentation of a certificate from the commissioner of public 
works, certifying to the satisfactory condition of such restored pavement, 
said deposit shall be returned to said corporation, and no work of any kind 
shall be done by said company without a permit from the commissioner of public 
works. No excavation in any street, avenue, alley, or other public place shall 
be made without first procuring a permit for that purpose from the commis- 
sioner of public works of the said city of Chicago. 

CHANGING OR REMOVING TUBES. 

Sec 7. The said company shall, on notice from the commissioner of public 
works, remove or change any of its pipes or tubes which may be in the way of, 
or interfere with, the construction or location of any viaduct, public building, 
or other public structure, or any public or private undertaking, or shall inter- 
fere with the lowering of the tunnels under the Chicago River. 



Sec. 8. Whenever the said city of Chicago, or the State of Illinois, or any 
person, firm, or corporation acting under a franchise from the city of Chicago, 
in and by which franchise the city of Chicago shall retain and control the right 
to fix the rentals and conditions for the use of a subway, shall construct or 
form, or cause to be constructed or formed, into a general subway, any street, 
avenue, alley, or place, or any part or parts thereof, on or through which any 
such pneumatic tubes authorized by this ordinance shall be located; the said 
company, on due notice from the mayor or commissioner of public works, shall 
remove into and occupy said subway, change, and maintain its said pipes, 
tubes, or other appurtenances therein at its own expense, and said company 
shall comply in every respect with all the laws and ordinances that shall be 
passed concerning rentals for space in said subway and the general occupancy 
thereof, and shall pay such rental as shall be provided by said ordinance. 

TERM OF GRANT — RIGHT OF PURCHASE. 

Sec. 9. The rights and privileges hereby conferred upon said company are 
granted for the term of twenty (20) years from and after the acceptance of 
this ordinance. Such rights and privileges are hereby granted on the express 
condition that at any time after the term of ten (10) years from and after 
the acceptance of this ordinance the city of Chicago shall have the right to 



90 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

purchase the entire plant or plants of said company and all its property and 
effects of every kind or nature within said city of Chicago, either by mutual 
agreement or at an appraised value, which appraised value shall be ascertained 
and determined by three (3) competent and disinterested appraisers, who shall 
have full access to all books, papers, and other documents of said company 
bearing on or appertaining to the subject, and such appraisers shall be selected 
in the following manner, to wit: One of said appraisers shall be appointed by 
the city of Chicago, one by said company, and the two so selected shall choose 
the third; and if said two appraisers can not agree upon a third, then said 
third appraiser shall, by petition of either party in interest, be selected by the 
chief justice of the circuit court of Cook County ; and the said three appraisers, 
when so chosen, shall, within six months after the appointment of the last 
appraiser, make report in writing to the said city of Chicago of the value of 
the said property; the value of this license or grant is not to be taken into 
account or considered of any value as against the city of Chicago,- and the said 
city of Chicago shall have the option at any time within one year after the 
receipt of said report to purchase said plant or plants and property, together 
with all its appurtenances and equipment, at the aforesaid value so fixed by 
said appraisers: Provided, however, That if said city shall so elect to purchase 
said plant or plants and property, then said company shall have the right to 
operate said plant or plants and property and receive the profits therefrom 
during the time said arbitration is in progress and until the same shall be com- 
pleted and the purchase price, as fixed by the arbitrators, has been paid. 

In the event of the grantee hereunder not receiving the mail carrying con- 
tract from the United States Government at the expiration of any of its con- 
tracts with the United States Government, then and in that event the city of 
Chicago shall have the right, and the right is hereby expressly reserved, to 
require the grantee hereunder to sell to any person, firm, or corporation which 
shall receive from the United States Government the contract for carrying 
mails in the city of Chicago by pneumatic tubes, all its plant which may occupy 
the public streets, alleys, or other public grounds on the same terms and in the 
same manner as is herein provided for its purchase by said city, and the value 
of this license or grant is not to be taken into account or considered of any 
value as against such person, firm, or corporation receiving said contract. 

At the expiration of this grant all the tubes of this grantee then in the streets, 
alleys, or other public grounds shall be and become the absolute property of the 
city of Chicago, and this grantee hereby and in consideration of these presents 
agrees to convey the said tubes free of all liens or incumbrances by proper deed 
of conveyance to the city of Chicago, or to any person, firm, or corporation that 
may be selected by said city of Chicago. 



Sec. 10. On the acceptance of this ordinance the grantee shall deposit with 
the city treasurer the sum of fifty thousand dollars ($50,000) in cash, or 
negotiable securities in the sum of $50,000, to be approved by the comptroller 
of the city of Chicago, which deposit is for the purpose of guaranteeing the 
completion of the first eight miles of pneumatic tubes within one year from 
the passage of this ordinance, as provided for in section 4 hereof, and if the 
aforesaid provision is complied with then said deposit is to be returned to the 
grantee; otherwise this money shall be forfeited to the city of Chicago, and all 
the rights and privileges granted hereby shall become null and void. The 
company shall also file with the city of Chicago a good and sufficient bond, with 
sureties to be approved by the mayor, in the penal sum of fifty thousand dol- 
lars ($50,000) conditioned that said company shall comply with all the terms 
and conditions of this ordinance, and shall indemnify and save harmless the 
city of Chicago against and from any and all liability, damages, decrees, and 
costs of whatever kind or nature by reason of the passage of this ordinance 
and the exercise of any rights and privileges hereby or herein granted. When- 
ever in the opinion of the proper officers of the said city of Chicago the said 
bond may have been impaired by reason of change in the financial condition 
of the sureties upon the same, the said city of Chicago may require said com- 
pany, within a reasonable time, to furnish another bond conditioned in the 
same manner with such sureties as may be approved by the mayor of said 
city of Chicago, and in case of failure of said company to furnish said bond 
after due notice all the rights of such company under this ordinance shall 
cease and the same shall be void. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 91 

PAYMENTS. 

Sec. 11. The rights and privileges hereby granted are upon the express condi- 
tion that the Chicago Fostal Pneumatic Tube Company shall pay annually to 
said city of Chicago, for and in consideration of the rights and privileges hereby 
granted, an amount equal to three (3) per cent per annum of the gross revenues 
and receipts of said company for the first four years of the life of this ordi- 
nance, and a sum equal to five (5) per cent per annum of the gross revenues 
and receipts of said company for the remaining sixteen years of the life of 
this ordinance. And in addition to said payment the grantee herein shall at 
the time it constructs its pipe line between Harrison street on the north and 
the subpostal station at or near the stock yards on the south, place in the 
same trench with the pneumatic tubes between said points two (2) vitrified 
clay conduits three (3) inches in diameter, said conduits to be installed with- 
out expense to the city of Chicago, and shall become and be the sole property 
of said city for its sole use. Such payments shall be made in the manner 
following: At the expiration of one year from the time said company shall 
commence to distribute mail in the city of Chicago, the president or other 
chief officers of the said company shall file with the comptroller of the city of 
Chicago a detailed statement under oath showing the amount of gross annual 
revenue or receipts of said company for the preceding year, and shall at the 
same time pay to said comptroller the percentage of the annual gross revenues 
and receipts of said company as hereinabove provided, said respective pay- 
ments to be made as herein described, annually. Such statement, however, shall 
not be final or binding upon the city, and the comptroller of the city of Chicago 
or his authorized agent shall at all times, to verify such statement, have the 
right to examine the books, contracts, and papers of the said company showing 
the gross receipts of the said company. 

WHEN IN FORCE. 

Sec 12. This ordinance shall take effect and be in force from and after its 
passage and the filing of the bond herein required and the acceptance in 
writing of this ordinance by the said company: Provided, That if the said bond 
and the said acceptance be not filed with the city clerk within ninety (90) 
days after the passage and approval hereof, this ordinance shall be void and 
of no effect. 



City of Chicago, Council Chamber, 

Chicago, November 2, 1908, 
Mr. Joseph Stewart, 

Second Assistant Postmaster-General, 

Washington, D. G. 

My Dear Sir : I have to apologize to you for the delay in sending the copies 
inclosed. The subject-matter in some way escaped my attention, and it was 
by running across your card that it was recalled to my mind. I assure you 
that I regret it very much. 

The typewritten paper herewith is a copy of the ordinance under which the 
Chicago Postal Pneumatic Tube Company constructed, and is now operating, 
tubes in the streets of Chicago. About one year ago the company asked the 
city council to amend the original ordinance by striking out the last portion 
of section 9. The part which they sought to have stricken out was that which 
gave the city of Chicago the ownership of the tubes at the expiration of the 
grant. This did not meet with the approval of the judiciary committee in 
so far as it affected the tubes already installed. The committee, however, 
agreed upon an amendment to the ordinance which was apparently satisfactory 
to the representatives of the company who attended the meeting. This amend- 
ment was reported to the city council, and before it was called up for passage 
a communication from the company was received by his honor, the mayor, 
advising that the company would not accept the proposed amendment. The 
amendment as shewn on pages 4200 and 4292 on the printed sheet was then 
placed on file, leaving the ordinance as it was originally passed. 

Incidently I might say that the Universal Pneumatic Transmission Company 
is now asking the city council for a franchise to lay down and operate tubes 
between the post-office building, branch post-offices, subpostal Stations, and 



92 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

other buildings " for the purposes for which said pneumatic tubes may be em- 
ployed." The request is now under consideration by the judiciary committee. 
I trust you will find some information in the papers inclosed, and beg to 
remain, 

Yours, very truly, Francis D. Connery. 



Proceedings of the City Council, Chicago, III. 
Regular meeting, Monday, March 9, 1908 — 7.30 o'clock p. m. 

OFFICIAL RECORD. 

Published by authority of the city council of the city of Chicago, Thursday, 
March 1.2, 1908. At 7.30 o'clock, a quorum being present, the mayor called 
the council to order. 

REPORTS OF VARIOUS COMMITTEES TO THE COUNCIL JUDICIARY. 

The committee on judiciary submitted the following report, which was, on 
motion of Alderman Dever, deferred and ordered published : 

Chicago, March 8, 1908. 
To the Mayor and Aldermen of the City of Chicago in City Council Assembled: 
Your committee on judiciary, to whom was referred (October 7, 1907, p. 
1660) a communication and ordinance amending ordinance of July 13, 1903, 
in favor of the Chicago Postal Pneumatic Tube Company; and (November 11, 
1907, p. 3156) two communications in reamending said ordinance of July 13, 
1903, having had the same under advisement, beg leave to report and recom- 
mend the passage of the accompanying ordinance: 

AN ORDINANCE Amending an ordinance passed by the city council of the city of Chicago 
on July 13, 1903, entitued " An ordinance granting to the Chicago Postal Pneumatic 
Tube Company certain rights and privileges in regard to pneumatic tubes in the city 
of Chicago." 

Be it or darned by the city council of the city of Chicago: 
Section 1. That an ordinance passed by the city council of the city of 
Chicago on July 13, 1903, entitled " An ordinance granting to the Chicago 
Postal Pneumatic Tube Company certain rights and privileges in regard to 
pneumatic tubes in the city of Chicago," appearing in the printed council pro- 
ceedings of that date beginning on page 794, be amended by adding certain 
provisions to section 9 of said ordinance so that the said section 9 shall here- 
after read as follows: 

" Sec. 9. The rights and privileges hereby conferred upon said company are 
granted for the term of twenty (20) years from and after the acceptance of 
this ordinance. Such rights and privileges are hereby granted on the express 
condition that at any time after the end of ten (10) years from and after the 
acceptance of this ordinance the city of Chicago shall have the right to pur- 
chase the entire plant or plants of said company and all its property and effects 
of every kind or nature within said city of Chicago either by mutual agree- 
ment or at an appraised value, which appraised value shall be ascertained and 
determined by three competent and disinterested appraisers who shall have 
full access to all books, papers, and other documents of said company bearing 
on or appertaining to the subject, and such appraisers shall be selected in 
the following manner, to wit : One of said appraisers shall be appointed 
by the city of Chicago, one by said company, and the two so selected shall 
choose a third, and if said two appraisers cannot agree upon a third, then 
said third appraiser shall by petition of either party in interest be selected 
by the chief justice of the circuit court of Cook County, and the said three 
appraisers, when so chosen, shall within six months after the appointment 
of the last appraiser make a report in writing to the said city of Chicago of 
the value of the said property ; the value of this license or grant is not to be 
taken into account or considered of any value as against the city of Chicago, 
and the said city of Chicago shall have the option at any time within one year 
after the receipt of said report to purchase said plant or plants and property, 
together with all its appurtenances and equipment at the aforesaid value so 
fixed by said appraisers; provided, however, that if said city shall so elect to 



PNEUMATIC-TUBE SERVICE FOB THE MAILS. 93 

purchase said plant or plants and property, then said company shall have the 
right to operate said plant or plants or property and receive the profits there- 
from during the time said arbitration is in progress and until the same shall be 
comnleted and the purchase price, as fixed by the arbitrators, has been paid. 

" In the event of the grantee hereunder not receiving the mail carrying con- 
tract from the United States Government at the expiration of any of its con- 
tracts with the United States Government, then and in that event the city of 
Chicago shall have the right, and the right is hereby expressly reserved to 
require the grantee hereunder to sell to any person, firm, or corporation which 
shall receive from the United States Government the contract for carrying mails 
in the city of Chicago by pneumatic tubes, all its plant which may occupy the 
public streets, alleys, or other public grounds on the same terms and in the 
same manner as is herein provided for its purchase by said city, and the value 
of this license or grant is not to be taken into account or considered of any 
value as against such person, firm, or corporation receiving said contract. 

" At the expiration of this grant all the tubes of this grantee then in the 
streets, alleys, or other public grounds shall be and become the absolute property 
of the city of Chicago, and this grantee hereby and in consideration of these 
presents agrees to convey the said tubes free of all liens or incumbrances by 
proper deed of conveyance to the city of Chicago or to any person, firm, or 
corporation that may be selected by said city of Chicago. 

" Provided, however, That if the city of Chicago or the United States of 
America shall elect to purchase under the provisions of this ordinance the 
entire plant or plants of said company and all its property and effects of every 
kind and nature within said city of Chicago, it shall include all pneumatic 
tubes, switches, turn-outs, and connections with such electrical or other appli- 
ances, devices, or contrivances necessary for the operation of such tubes, 
switches, turn-outs, and connections now in or which may hereafter be in, 
through, under, or upon the streets, avenues, alleys, rivers, or public grounds 
of the city of Chicago, or in, through, under, or upon private premises under 
and by virtue of any deeds, grants, leases, licenses, or permits, and all its 
other property and effects of every kind and nature whatsoever and including 
a proper assignment and transfer of all deeds, grants, leases, licenses, or 
permits of every kind and nature whatsoever, meaning and intending hereby 
to give to said city of Chicago or the United States of America the right to 
purchase the entire property of the grantee useful or necessary for the proper 
maintenance and operation of the plants, tubes, and connections installed in the 
city of Chicago by virtue of the grant herein contained. 

Provided further, however, That if within six (6) months from the expira- 
tion of its franchise the grantee herein is still exercising the privileges of the 
grant herein contained and is operating the pneumatic tube system herein 
provided for, they may serve notice upon the then mayor of the city of Chicago 
stating that they wish to purchase the tubes that are in the streets, alleys, or 
other public grounds of the city of Chicago and were in at the time of the 
acceptance of this amendment, and which are fully indicated by the map 
attached hereto, marked "Exhibit A" and made a part hereof; and that they 
are willing to pay therefor the appraised value thereof, and shall in said notice 
nominate one disinterested man to act as appraiser ; it shall thereupon become 
the duty of the city of Chicago to cooperate with the said grantee for 
the selection of three (3) competent and disinterested appraisers in the same 
manner as heretofore provided in this section, which said appraisers shall 
immediately proceed to appraise the value of all the tubes belonging to the 
grantee herein now in the streets, alleys, or other public grounds in the city of 
Chicago, and constituting the present system of the grantee herein and indi- 
cated on the map attached hereto, but not as a part of any extensions hereafter 
installed, but as a separate, complete going system consisting of nine miles, 
more or less, as shown by the map hereto attached, and after such appraise- 
ment has been completed, and within ninety (90) days after their appoint- 
ment, they shall submit to the mayor of the city of Chicago and the said 
grantee, their detailed report in writing fixing the value of the tubes of the 
said grantee indicated on the map attached hereto, and the said grantee herein 
shall, within ten (10) days from the date of the report of said appraisers so 
filed, pay to the city of Chicago in cash the full amount of such appraisement 
as for and in full consideration and release of the rights of the said city of 
Chicago to be the absolute owner of all the tubes of said grantee then in the 
streets, avenues, alleys, or other public grounds of the city of Chicago. 



94 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

" Provided further, hoioever, That the passage of this amendment shall not 
be construed as extending the period of the grant fixed in the original ordi- 
nance for the period of time at or within which the city of Chicago shall have 
the right to purchase the plant or plants of the grantee and all its property 
and effects of every kind or nature whatsoever, or in anywise changing, 
impairing, or modifying the rights of the city of Chicago or the rights or obli- 
gations of the grantee herein under and by virtue of the original ordinance, 
only and except in so far as they have been expressly changed or modified by 
this amendment." 

Sec. 2. This ordinance shall be in effect from and after its passage and due 
publication: Provided, however, That the grantee herein shall file its accept- 
ance in writing, and the sureties on the bond given by the grantee herein in 
order to guarantee the faithful performance of the provisions of this ordinance, 
shall file their acceptance in writing with the city clerk within thirty (30) 
days after the passage and due publication hereof: Provided further, however, 
That if both or either of said acceptances be not filed with the city clerk within 
the time fixed herein ; then this ordinance shall be void and of no force or 
effect. 

Respectfully submitted. 

William E. Dever, Chairman. 
Jno. R. McCabe, City Clerk. 



(Acceptance reported to city council October 12, 1903.) 

Be it ordained by the city council of the city of Chicago: 

Section 1. Subject to the terms and conditions of this ordinance, there is 
hereby granted to the Chicago Postal Pneumatic Tube Company, a corporation 
duly organized and existing under the laws of the State of Illinois, permission 
and authority to construct, lay, place, and maintain and operate pneumatic 
tubes, not to exceed two tubes for each route from place to place, the maximum 
size of such tubes to be eight (8) inches, inside diameter, occupying in cross 
section, including switches, turn-oats, and connections, approximately two hun- 
dred and seventy-five (275) square inches, with all suitable switches, turn- 
outs, and connections with such electrical or other connections as are abso- 
lutely necessary for the operation of said switches, turn-outs, and connections 
in, through, upon, and under the streets, avenues, alleys, public ways, tunnels, 
bridges, viaducts, and under the Chicago River and its various branches within 
the city of Chicago, said electrical connections not to exceed four wires from 
the central post-office station to each switch; the rights and privileges granted 
under this ordinance are upon the express condition that said pneumatic tubes 
are to be laid on only such streets, avenues, alleys, public ways, tunnels, upon 
viaducts, and under the Chicago River and its various branches at such points 
within the city of Chicago as may be necessary to connect the temporary and 
'main post-office buildings in said city with branch post-offices, subpostal sta- 
tions, and steam railway stations, said tubes to be constructed of cast iron, 
steel, or brass, capable of withstanding a pressure of one hundred (100) pounds 
per square inch, the maximum working pressure not to exceed twenty (20) 
pounds per square inch. 

Before any permit shall be issued to open any street, alley, or public way 
for the installation of tubes under this ordinance, a map or plat of the route 
adopted and streets or alleys to be occupied shall be presented to the city council 
for its approval, and no permit shall be issued until such plat or plats or map 
or maps shall be approved by the city council. 

Sec 2. Said pneumatic tubes, with all switches, turn-outs, and connections 
shall be used for the transmission by compressed air, or such other power as 
may be hereafter authorized, of United States mail only, and for no other pur- 
pose whatever, and this grant shall become null and void if said pneumatic 
tubes be ever used for any other purpose than carrying United States mails. 

Sec 3. All such lines of pneumatic tubes shall be placed under ground, except 
those which must necessarily pass through, over, upon, or under tunnels, rail- 
roads, elevated railroads, bridges, or viaducts. Such company shall at all 
times place and keep on file with the commissioner of public works plans show- 
ing the location of each pneumatic tube, switch, turn-out, and connection, and, 
upon laying any pneumatic tubes, said company shall file with the commissioner 
of public works a plan showing where each of the same is laid, the location of 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 95 

manholes or other openings to pain access thereto, and each eover of said 
openings shall have placed tnereon the name of said company. Said pneumatic 
tubes, branches, connections, switches, and other parts shall be laid and con- 
structed along the route as shown on the map or plat approved by the city 
council, as hereinbefore provided, and in accordance with the plans approved 
by the commissioner of public works as hereinbefore provided, and said work 
shall be done to the satisfaction of the commissioner of public works: Pro- 
vided, hotcvicr. Thai when said company shall lay its line or lines of pipes or 
tubes, or any part thereof, below the surface of the ground or through a tunnel, 
the same shall be laid in such part of the street, avenue, alley, tunnel, or other 
public highway as the commissioner of public works shall direct, and without 
doing permanent injury to any street, avenue, alley, sidewalk, tunnel, or other 
public place, or in a manner to unnecessarily disturb or interfere with any 
water pipe, gas pipe, sewer, conduit, subway, or other underground work laid 
by the said city or any authorized company or corporation. And if, in the 
opinion of the commissioner of public works it becomes necessary for the 
grantee herein to change or remove any water pipe, gas pipe, sewer, conduit, 
subway, or other underground work laid by the said city or any authorized 
company or corporation, the said grantee shall change or remove any such 
underground work entirely at its own expense. Whenever said line or lines of 
pipe cross any street at an angle said street shall be repaved or restored by the 
said company to such width and in such manner as shall be directed by the 
commissioner of public works, and the material shall be the same as the ma- 
terial of the remaining portion of the street, avenue, or alley in the same 
block, all such paving to be done at the expense of the said company in a first- 
class manner and to the satisfaction of the commissioner of public works. 

Sec 4. The work of laying said pneumatic tube and other appliances con- 
nected therewith, herein authorized, shall be begun within six (6) months after 
the passage of this ordinance, and at least eight (8) miles of double tubes 
shall be constructed and completed within one year from said passage, and any 
work for which a permit may be granted under this ordinance at any time 
hereafter must be completed within one (1) year from the issuance of said 
permit; provided, that if said company shall be restrained or prevented from 
proceeding with the work in laying said tubes, branches, connections, and other 
appliances connected therewith, by order or writ of any court of competent 
jurisdiction, or by the action of the city of Chicago or its duly constituted 
authorities, the time which said company shall be so delayed shall be added 
to the time herein prescribed for the completion of said work. The city of 
Chicago, however, shall have, and it hereby expressly reserves the right to 
intervene in any suit or proceeding brought by any person or persons seeking 
to enjoin, restrain, or in any manner interfere with the prosecution of said 
construction and in the name of said company move for a dissolution of such 
injunction or restraining order, and for any proper order in such suit in case it 
shall deem such suit collusive or brought for the purpose of delay or for the 
purpose of extending the time herein prescribed for the completion of the laying 
of said pneumatic tubes. 

Sec 5. Said company shall not open, disturb, or encumber more of any street, 
avenue, alley, or public place at any time than shall be necessary to enable it 
to proceed with advantage in the laying in any street, avenue, alley, or public 
place of its said pipes or tubes, nor shall said company permit any such street, 
avenue, alley, or public place to remain open or encumbered for a longer period 
than shall be necessary to execute the work for which the same shall have 
been opened or encumbered, and without putting up the necessary barriers and 
lights so as to effectually prevent the happening of any accident in consequence 
of such opening or encumbering of such street, avenue, alley, or public place. 

Sec 6. Whenever said corporation shall repair any street, avenue, alley, or 
public highway it shall put down pavement of such material and quality, and 
such material shall be the same as the remaining portion of the street, avenue, 
alley, or public highway in the same block is constructed of, and in which said 
opening is made, and in such manner as existed before said street was dis- 
turbed. Before a permit shall be granted to said company to open ground in 
any street, sidewalk, alley, avenue, or public place for any purpose, an estimate 
of the cost of the necessary repairing of said street, sidewalk, alley, avenue, or 
public place with a fair additional sum as margin for contingent cost, shall be 
made by the commissioner of public works and the said applicant corporal ion 
shall deposit the amount so ascertained with the city comptroller, and the 



96 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

permit shall issue to said company only upon the presentation of the comp- 
troller's receipt for the same to the commissioner of public works, such deposit 
shall remain with the city comptroller for the period of one year, at which time, 
upon the presentation of a certificate from the commissioner of public works 
certifying to the satisfactory condition of such restored pavement, said deposit 
shall be returned to said corporation, and no work of any kind shall be done 
by said company without a permit from the commissioner of public works. No 
excavation in any street, avenue, alley, or other public place shall be made 
without first procuring a permit for the purpose from the commissioner of 
public works of the said city of Chicago. 

Sec. 7. The said company shall on notice from the commissioner of public 
works remove or change any of its pipes or tubes which may be in the way of, 
or interfere with, the construction or location of any viaduct, public building, 
or other public structure, or any public or private undertaking, or shall inter- 
fere with the lowering of the tunnels under the Chicago River. 

Sec. 8. Whenever the said city of Chicago or the State of Illinois, or any 
person, firm, or corporation acting under a franchise from the city of Chicago 
in and by which franchise the city of Chicago shall retain and control the right 
to fix the rentals and conditions for the use of a subway, shall construct or 
form, or cause to be constructed or formed into a general subway, any street, 
avenue, alley, or place, or any part or parts thereof, on or through which any 
such pneumatic tubes authorized by this ordinance shall be located, the said 
company, on due notice from the mayor or commissioner of public works shall 
remove into and occupy said subway, change and maintain its said pipes, tubes, 
or other appurtenances therein at its own expense, and said company shall 
comply in every respect with all the laws and ordinances that shall be passed 
concerning rentals for space in said subway and the general occupancy thereof, 
and shall pay such rental as shall be provided by said ordinance. 

Sec. 9. The rights and privileges hereby conferred upon said company 
are granted for the term of twenty (20) years from and after the accept- 
ance of this ordinance. Such rights and privileges are hereby granted on the 
express condition that at any time after the end of ten (10) years from and 
after the acceptance of this ordinance the city of Chicago shall have the right 
to purchase the entire plant or plants of said company and all its property and 
eflects of every kind or nature within said city of Chicago, either by mutual 
agreement or at an appraised value, which appraised value shall be ascertained 
and determined by three' competent and disinterested appraisers, who shall have 
full access to all books, papers, and other documents of said company bearing 
on or appertaining to the subject, and such appraisers shall be selected in the 
following manner, to wit: One of said appraisers shall be appointed by the 
city of Chicago, one by said company, and the two so selected shall choose a 
third, and if said two appraisers can not agree upon a third, then said third 
appraiser shall, by petition of either party in interest, be selected by the chief 
justice of the circuit court of Cook County, and the said three appraisers, when 
so chosen, shall within six months after the appointment of the last appraiser 
make report in writing to the said city of Chicago of the value of the said 
property ; the value of this license or grant is not to be taken into account or 
considered of any value as against the city of Chicago, and the said city of 
Chicago shall have the option at any time within one year after the receipt of 
said report to purchase said plant or plants and property, together with all its 
appurtenances and equipment, at the aforesaid value so fixed by said appraisers ; 
provided, however, that if said city shall so elect to purchase said plant or 
plants and property, then said company shall have the right to operate said 
plant or plants and property and receive the profits therefrom during the time 
said arbitration is in progress and until the same shall be completed and the 
purchase price, as fixed by the arbitrators, has been paid. 

In the event of the grantee hereunder not receiving the mail-carrying contract 
from the United States Government at the expiration of any of its contracts 
with the United States Government, then and in that event the city of Chicago 
shall have the right, and the right is hereby expressly reserved, to require the 
grantee hereunder to sell to any person, firm, or corporation which shall receive 
from the United States Government the contract for carrying mails in the city 
of Chicago by pneumatic tubes, all its plant which may occupy the public streets, 
alleys, or other public grounds on the same terms and in the same manner as 
is herein provided for its purchase by said city, and the value of this license 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 97 

or grant is not to be taken into account or considered of any value as against 
such person, firm, or corporation receiving said contract. 

At the expiration of this grant all the tubes of this grantee then in the streets, 
alleys, or other public grounds shall be and become the absolute property of 
the city of Chicago, and this grantee hereby and in consideration of these 
presents agrees to convey the said tubes free of all liens or encumbrances by 
proper deed of conveyance to the city of Chicago, or to any person, firm, or 
corporation that may be selected by said city of Chicago. 

Sec. 10. On the acceptance of this ordinance the grantee shall deposit with the 
city treasurer the sum of fifty thousand ($50,000) dollars in cash, or negotiable 
securities in the sum of fifty thousand dollars, to be approved by the comptroller 
of the city of Chicago, which deposit is for the purpose of guaranteeing the 
completion of the first eight miles of pneumatic tubes within one year from the 
passage of this ordinance, provided for in section 4 hereof, and if the aforesaid 
provision is complied with, then said deposit is to be returned to the grantee; 
otherwise this money shall be forfeited to the city of Chicago, and all the 
rights and privileges granted hereby shall become null and void. The company 
shall also file with the city of Chicago a good and sufficient bond, with sureties 
to be approved by the mayor, in the penal sum of fifty thousand ($50,000) 
dollars, conditioned that said company shall comply with all the terms and con- 
ditions of this ordinance, and shall indemnify and save harmless the city of 
Chicago against and from any and all liability, damages, decrees, and costs of 
whatever kind or nature by reason of the passage of this ordinance and the 
exercise of any rights and privileges hereby or herein granted. Whenever in 
the opinion of the proper officers of said city of Chicago the said bond may 
have been impaired by reason of change in the financial condition of the sureties 
upon the same, the said city of Chicago may require said company, witnin a 
reasonable time, to furnish another bond conditioned in the same manner with 
such sureties as may be approved by the mayor of said city of Chicago, and in 
case of failure of said company to furnish said bond after due notice all the 
rights of such company under this ordinance shall cease and the same shall 
be void. 

Sec. 11. The rights and privileges hereby granted are upon the express condi- 
tion that the Chicago Postal Pneumatic Tube Company shall pay annually to 
said city of Chicago, for and in consideration of the rights and privileges hereby 
granted, an amount equal to three (3) per cent per annum of the gross revenues 
and receipts of said company for the first four years of the life of this ordinance, 
and a sum equal to five (5) per cent per annum of the gross revenues and receipts 
of said company for the remaining sixteen years of the life of this ordinance. 
And in addition to said payments the grantee herein shall, at the time it con- 
structs its pipe line between Harrison street on the north and the subpostal sta- 
tion at or near the stock yards on the south, place in the same trench with the 
pneumatic tubes between said points two (2) vitrified clay conduits three (3) 
inches in diameter, said conduits to be installed without expense to the city of 
Chicago and shall become and be the sole property of said city for its sole use. 
Such payments shall be made in the manner following : At the expiration of one 
year from the time said company shall commence to distribute mail in the city 
of Chicago the president or other chief officers of the said company shall file with 
the comptroller of the city of Chicago a detailed statement, under oath, showing 
the amount of gross annual revenue or receipts of said company for the preced- 
ing year, and shall at the same time pay to said comptroller the percentage of 
the annual gross revenue and receipts of said company as hereinabove provided, 
said respective payments to be made as herein described, annually. Such state- 
ment, however, shall not be final or binding upon the city, and the comptroller 
of the city of Chicago or his authorized agent shall at all times, to verify such 
statement, have the right to examine the books, contracts, and papers of the 
said company showing the gross receipts of the said company. 

Sec 12. This ordinance shall take effect and be in force from and after its 
passage and the filing of the bond herein required, and the acceptance in writing 
of this ordinance by the said company ; provided, that if the said bond and the 
said acceptance be not filed with the city clerk within ninety (90) days after 
the passage and approval hereof, this ordinance shall be void and of no effect. 

H. Doc. 1220, 60-2 7 



98 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Post-Office Department, 
Second Assistant Postmasteb-Genebal, 

Division of Railway Adjustments, 

Washington, September 28, 1908. 
Hon. Rolla Wells, 

Mayor of the City of St. Louis, Mo. 

Sib : The commission appointed by the Postmaster-General to investigate and 
report to him with reference to the feasibility and desirability of the Govern- 
ment purchasing or installing the equipment for pneumatic-tube mail service 
and operating the same, etc., appointed a subcommittee, consisting of Messrs. 
Stewart, Bradley, Masten, and Norris, to take up the investigation and details 
of the inquiry as provided by law. Accordingly, we have the honor to submit 
the following: 

The Postmaster-General has contracted with the St. Louis Pneumatic Tube 
Company, a corporation organized under the laws of the State of, Missouri, for 
the installation of pneumatic tubes and necessary power plants and operating 
machinery and the operation of pneumatic-tube mail service as contractor with 
the United States in the city of St. Louis, for the period commencing July 1, 
1907, and ending June 30, 1916. The contracting company has been requested 
to furnish you at once a map showing the lines contracted for, those in operation 
separate from those under consideration. 

In the act of March 27, 1908, making appropriations for the service of the 
Post-Office Department for the fiscal year ending June 30, 1909, Congress pro- 
vided as follows: 

" And the Postmaster-General is hereby authorized and directed to investigate 
And report to Congress not later than January 1, 1909, the feasibility and 
desirability of the Government purchasing or installing the equipment for 
pneumatic-tube service, and thereafter operating the same in the cities where 
such service is now in operation, and also ascertain and report the approximate 
cost of purchase and likewise of installation and the cost of maintenance and 
operation." 

One of the important questions for consideration of the commission, and 
ultimately the Postmaster-General and Congress, is the relations which exist 
between the United States and the municipality of St. Louis and the attitude 
of the latter toward the former in the matter of the performance of mail 
service by pneumatic tubes through the streets and municipalities, in the event 
the United States should purchase the tubes now laid or install others for the 
direct performance of mail service thereby. 

We therefore have the honor to request that we be furnished with a copy of 
existing laws and ordinances relative to the granting of franchises in St. Louis 
and such other matters of regulation as may exist relative to the installation 
and operation of such property in the streets. We also have to request to be 
informed as to your opinion regarding the application of the local ordinances 
respecting the franchises, etc., to the United States in the matter of the installa- 
tion of pneumatic tubes and the operation of mail service through the same. 
In this connection we beg leave to submit for consideration our understanding 
with respect to the general rights of the United States in the conduct of the 
mail service. These general propositions may be stated as follows: 

That the Constitution of the United States confers upon Congress the power 
" to establish post-offices and post-roads." ( Constitution, Art. I, sec. 8. ) 

That this power granted to Congress carries with it all powers necessary to 
make it effective. 

That all the streets of a city like St. Louis over which letter-carrier routes 
are established are post routes under the law. 

That the conduct of the postal business by the Post-Office Department is a 
governmental function. 

That any statute or ordinance which imposes any restriction on the free 
exercise of this function other than to make the agents of the Government sub- 
ject to the local police regulations or the police power of the State will have 
no effect as against the United States. 

As our report to the Postmaster-General must be made at an early day, I 
have the honor to request as early a reply as practicable. 
Very respectfully, 

Joseph Stewabt, 
Chairman Subcommittee Pneumatic Tube Commission. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 99 

Mayor's Office, 
St. Louis, October 7, 1908. 
Mr. Joseph Stewart, 

Chairman Subcommittee Pneumatic Tube Commission, 

Post-Office Department, Washington, D. C. 
Dear Sir: In further response to your communication under date of Sep- 
tember 28, 1908, I transmit herewith copy of an opinion of date of October 6, 
1908, of the honorable city counselor of the city of St. Louis, relative to the 
matter in question. 

I also inclose copy of ordinance No. 21143, approved June 10, 1903, authoriz- 
ing the St. Louis Pneumatic Tube Company to lay and maintain pneumatic 
tubes, with necessary appurtenances, to be used for the purpose of transmitting 
the United States mail in and under certain streets in the city of St. Louis. 
Very truly, 

Rolla Wells, Mayor. 



Law Department, 
St. Louis, October 6, 1908. 
Hon. Rolla Wells, 

Mayor, St. Louis. 

Dear Sir: I have the honor to acknowledge receipt of your communication 
of September 30, inclosing a letter to you under date of September 28 from the 
chairman of subcommittee of pneumatic tube commission of the United States 
Postal Department. 

You ask that I inform you what rights the National Government has in the 
matter of constructing pneumatic tubes in our streets for the transmission of 
mail, and what steps will be necessary for the United States Government to 
construct and operate such tubes for such purpose. 

The letter from the United States Postal Department states that that depart- 
ment considers that it has the authority to tear up the streets of this city and 
construct pneumatic tubes therein for the purpose of transmitting mail without 
any authority from the city, being subject only to what is stated in said letter to 
be local police regulations, and the Constitution of the United States, Article I, 
section 8, which empowers Congress to establish post-offices and post-roads, and 
the acts of Congress declaring all highways in the United States post-roads, are 
cited as authority. 

Of course as I understand the situation it is desirable, from both the stand- 
point of the postal service of the United States Government and of the business 
and social conveniences of the city of St. Louis, that mail be distributed 
through our streets by pneumatic tubes rather than some slower and more 
cumbersome method which more or less obstructs traffic on the streets, and 
therefore I presume the city is desirous of cooperating with the National Gov- 
ernment in any way that does not unduly hamper local business in the matter 
of the transmission of mail. 

I take it to be well settled that the United States Government owns no title 
to the soil or any easement therein of any land in any State other than the 
public lands belonging to the United States, and that the highways located 
within the respective States do not belong to the United States, and that the 
United States has no easement therein, nor owns any interest in the same. 

So far as I have ever been able to ascertain it never has been judicially 
determined exactly what is meant by the clause in the Constitution of the 
United States empowering Congress to establish post-offices and post-roads. 
The power to establish post-offices occurs in the same clause of the same sen- 
tence of the same section of the same article of the Constitution which empow- 
ere Congress to establish post-roads. 

That the National Government has the power to adopt any lawful means it 
sees fit to accomplish the purpose designated in the Constitution is not a sub- 
ject of controversy. 

Neither is it a subject of controversy that the United States Government has 
no lawful authority to take property without compensation that does not belong 
to it. 

The fee to the soil of the highways in the State of Missouri is owned, gener- 
ally speaking, by the owners of the abutting property and not by either the 
State, or the political subdivision of the State in which the highway may be 
situated, or by the United States. 



100 PNEUMATIC-TUBE SEKVICE FOR THE MAILS. 

I 

The power to regulate the use of the highways located in the various States 
inheres in the respective States, and such States may, under our system of 
government, delegate, for the time being, this police power to cities in the 
respective States so far as regards the highways located within such cities, 
respectively. 

The primary use of highways is travel thereon, and all may, subject to the 
reasonable regulations of the respective States or cities, travel on the highways. 

None of the traveling public, whether they be private citizens or officials of 
the city, State, or nation, have any right to any exclusive possession of any part 
of any highway, except under proper grant or permission of the State or city, as 
the case may be. 

Paragraph 2 of Article III of section 26 of the charter of the city of St. 
Louis, which was enacted under constitutional power granted the city of St. 
Louis, vests in the city of St. Louis the right to regulate the use of the highways 
located within such city. 

There is no provision of law of the State of Missouri, nor of the city of St. 
Louis, nor of the United States, even though the United States had the power to 
enact such law, authorizing the United States Government to exclusively occupy 
any portion of any of the streets or highways located within the city of St. 
Louis. 

The United States Government, through its officers, agents, licensees, and 
contractors, has the same right to use the highways located within the city of St. 
Louis that other members of the public have, but no more right. This right, 
as before stated, is the right to travel and the incidents thereto. 

The United States Government, in my judgment, has no right to enter upon 
any highway of the city of St. Louis and excavate the same or locate therein 
any permanent structure without the consent of the city of St. Louis. 

I have been able to find no authority of any court which tends in any way 
to declare that the United States Government has any other right than above 
indicated in the use of the highways of any State or city. 

The acts of Congress which declare all highways located within all the States 
post-roads do not and, in my judgment, could not lawfully appropriate for the 
exclusive use of the United States Government, without compensation or 
authority from the proper State or city, any portion of any highway without 
the consent of the local authorities, State or city, as the case may be. 

The only postal road that I know of which the United States Government 
undertook to establish was the road known as the Cumberland Gap Road, 
extending through parts of the States of Virginia, Maryland, Pennsylvania, and 
Ohio. Before constructing this road the United States Government acquired 
the consent of the respective States. 

It is, it seems to me, perfectly apparent that the United States Government 
would have no authority to establish a post-office in a highway of the State, or 
in any public or private property located within the State, without acquiring 
the right to do so under the laws of such State. The same rule applies to post- 
roads, if by establishing post-roads is meant more than using the highways as 
the public have a right to use highways, namely, for travel. Further than this, 
it may not be inapt to remember that the streets of the city of St. Louis may be 
vacated by the city, and according to the law of this State, in the absence of 
contracts to the contrary, upon the vacation of a highway, the public easement 
being wiped out, the adjoining property owner owns the fee to the soil freed 
from the public easement, and of course would own whatever remains upon or 
in such soil in the absence of some arrangement to the contrary. 

If the United States has the right, without the consent of the State, to appro- 
priate to its exclusive use portions of the highways for pneumatic mail tube pur- 
poses, these mail tubes, upon the vacation of the highway, would, as a part of 
the soil, become the property of the adjoining owner, unless, indeed, the United 
States Government under the constitutional provision and acts of Congress above 
mentioned has the right to retain that ownership and use of this private prop- 
erty, because the same is private property after the public easement of the high- 
way is abolished; and if the United States Government can by action of its 
administrative officers, or by such action in conjunction with the legislative act, 
so appropriate private property for public use without compensation, what 
becomes of the constitutional provision contained in amendment 5 to the Con- 
stitution of the United States? 

I find no authorities which bear directly upon the main question involved 
in this opinion, but cite hereto several which bear somewhat upon it. (Searight 
v. Stokes, 3 How., (U. S.), 151; St. Louis v. Western Union Telegraph Co., 



PNEUMATIC-TUBE SEKVICE FOR THE MAILS. 101 

149 U. S., 469; Western Union Telegraph Co. v. Pennsylvania Railroad Co., 
195 U. S., 540, 557; Sluder v. Transit Co., 189 Mo., 107.) 

In my opinion it is necessary, before the pneumatic tubes can be constructed 
or used lawfully in the streets of the city of St. Louis, that an ordinance of 
the municipal assembly authorize the same. 

Of course, the National Government has the power of eminent domain, but 
whether it can exercise the same so as to take public property of the State or 
city is a question which, I take it, is not involved in the present inquiry. 

You ask for copies of such ordinances as relate to pneumatic tubes. There 
is only one that I could find, and that is an ordinance approved June 10, 1903, 
being No. 21143, whereby certain franchises or rights in the streets were 
granted to the St. Louis Pneumatic Tube Company, being the same company 
which, according to the letter from the Post-Office Department, said Depart- 
ment has contracted with. 

I inclose said ordinance, and I herewith return the letter from the Post- 
Office Department above referred to. 

Respectfully, Chas. W. Bates, City Counselor, 

Ordinance No. 21143. 

AN ORDINANCE To authorize the St. Louis Pneumatic Tube Company to lay and main- 
tain pneumatic tubes, with necessary appurtenances, to be used for the purpose of trans- 
mitting the United States mail in and under certain streets in the city of St. Louis. 

Be it ordained by the municipal assembly of the city of St. Louis, as 
follows: 

Section 1. The St. Louis Pneumatic Tube Company is hereby granted the 
power and is authorized to lay and maintain pneumatic tubes, with the neces- 
sary manholes and switches, to be used for the purpose of transmitting the 
United States mail under contract made with the United States, in and under 
the following named streets of St. Louis: Locust street from Ninth street to 
Third street; Third street from Locust street to Olive street; Olive street 
from Second street to Third street; Ninth street from Washington avenue to 
Pine street; Pine street from Ninth street to Twentieth street; Nineteenth 
street from Pine street to Olive street; Nineteenth street from Pine street to 
Market street ; Twentieth street from Pine street to Clark avenue ; Washington 
avenue from Ninth street to Third street. 

The pneumatic tubes herein authorized shall be used exclusively for the 
transmission of United States mail. The said work shall be begun within 
ninety days of the approval of this ordinance, and shall be completed within 
twelve months thereafter. 

A discontinuance or abandonment of the use of said pneumatic tubes for 
the ..insmission of mail by the United States Government for a period of 
one year shall cause a forfeiture of all the rights, privileges, and franchises 
herein granted. 

Sec 2. The St. Louis Pneumatic Tube Company, in performing said work 
and maintaining said tubes, shall comply in all respects with the requirements 
of the revised ordinances of the city of St. Louis, and all amendments thereof, 
and its work shall be subject to the supervision and control of the board of 
public improvements. 

The city of St. Louis shall, at all times, through the board of public im- 
provements, have the right to inspect, superintend, and control the construction 
of the tubes and other appurtenances constructed under this ordinance, and 
the city reserves the right from time to time to order any changes to be made, 
either in the construction, material, or manner of maintaining same or in the 
location in the street. All such changes or alterations shall be made by the 
St. Louis Pneumatic Tube Company without expense to the city, and if the 
said company fails to comply with any ordinance directing such changes, 
within such time as may be specified therein, then said board may cause such 
alterations to be made by the city, and the company owning the pipes or other 
appurtenances so changed or altered shall pay the costs thereof on demaDd 
by the city comptroller. 

Failure to make such payment when so demanded shall constitute a breach 
of the bond, as provided for in the next succeeding section. 

Sec 3. This ordinance shall not take effect unless within ninety days from 
the date of its approval the company shall file with the city register its written 
acceptance of the terms and conditions of this ordinance and its agreement to 
be bound thereby, and file the penal bond of said company in such form as 



102 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

shall be approved by the city counselor in the sum of fifty thousand dollars, 
with two or more good and sufficient sureties, to be approved by the mayor 
and council, conditioned that the said company will observe and comply with 
all the terms and conditions of this ordinance, and conditioned that said 
company shall hold the city of St. Louis harmless from all damages arising 
from the construction or maintenance of said pneumatic tubes. 

And if at any time said bond shall be impaired by recovery thereon in any 
court of competent jurisdiction, or by reason of the death or insolvency of 
any of the sureties thereon, then, and in such event, said St. Louis Pneumatic 
Tube Company shall renew said bond so that at all times the sum thereof 
shall be fifty thousand dollars, with surety as aforesaid, and all renewals of said 
bond shall be made within twenty days after notice in writing by the mayor. 

Any failure to comply with the provisions of this section by said St. Louis 
Pneumatic Tube Company shall work a forfeiture of all rights and privileges 
herein granted. 

Sec. 4. In consideration of the privileges granted in this ordinance, the said 
St. Louis Pneumatic Tube Company, for itself, its successors, and assigns, 
agrees to and binds itself to make on the first Monday in January, nineteen 
hundred and four, and also on the same day in each year thereafter during the 
duration of this franchise, which shall be twenty-five years, an annual state- 
ment of its gross earnings. Said statement to be sworn to by its president and 
secretary and also, upon the said designated days, pay into the city treasury, 
for the sole use and benefit of the said city of St. Louis, a sum of money equal 
to five per cent on the said gross receipts. 

The comptroller of the city of St. Louis shall have the right at his discretion 
to inspect the books of said company, so far as the same bear on the amount of 
its gross receipts. 

Approved June 10, 1903. 



Informal conference at New York September 17, 1908, between Post-Office 
Department subcommittee on pneumatic-tube service and gentlemen represent- 
ing the American Pneumatic Service Company of New York City. 

Present: For Post-Office Department, Messrs. Stewart, Bradley, Masten, and 
Norris; for American Pneumatic Service Company, Judge Goodrich, Messrs. 
O. and W. H. Ames, S. L. Whipple. 

Statement of Mr. Whipple, 

Mr. Whipple. All that we now have to present with the limited knowledge 
we have of what the committee would desire is a statement of the cost of 
various systems which are controlled by the American Company as appear by 
our books, and certified to by public accountants who made examination of our 
books for that purpose. You will understand that almost all this expenditure 
was made by administrations of the Company which preceded that which is 
now in management, and therefore the officers for whom I speak have to de- 
pend, and do depend very largely, upon the books of the corporation for the 
facts, and the report of Messrs. Niles & Niles, who are public accountants here 
in New York City, and gentlemen of very high standing and reputation. 

The actual capital stock and liability to March 31, 1908, as represented in 
stock, bonds, and notes as certified to by Messrs. Niles & Niles are as follows : 

The business in Boston belongs to the Boston Pneumatic Transit Company. 
That is a corporation organized with a capital of $50,000 (?). There are 6.89 
miles of double tube of the Boston Company. That has cost $510,076.77. I 
ought to say in that connection that a part of this cost to the extent of approxi- 
mately $55,000 is the result of an excess of operating expenses over income, as 
stands on our books, because the operating expenses exceeded the income for 
a certain period some years back, and I presume at a time when the system 
could not be operated because there was no appropriation of Congress. So, if 
that were not considered legitimate cost as we carry it on our books, it would 
be taken from the $510,076.77. (Given period when the operating expenses 
exceeded the income so as to account for the $55,000 to be ascertained later.) 

The cost of the Chicago Postal Pneumatic Tube Company (which is the com- 
pany which operates in Chicago, and has in operation and laid 9.18 miles of 
double tube) is $1,036,154.64. That includes the capital stock of the company 
($100,000) which was issued and given to the American Company in return for 
a right granted by the American Company to use all of its patents in the build- 
ing and extension of the system in Chicago. You will notice that there is noth- 






PNEUMATIC-TUBE SERVICE FOR THE MAILS, 103 

ing of that sort in respect to the Boston Company, to which I have referred, 
and that is why I call particular attention to this, because the Chicago Com- 
pany has a distinct and definite right to use the patents of the parent company 
either in the State of Illinois or city of Chicago, certainly for all of its purposes 
of operation ; and that right was appraised at $100,000. So that the capitaliza- 
tion of the Chicago company includes that right. (Capitalized arbitrarily by 
the officers of the company.) 

(Mr. Masten inquired for what term of years.) 

Mr. Whipple. I think an indefinite term. 

(Mr. Masten also questioned the miles in operation, stating that they should 
be 8.70 rather than 9.18.) 

Mr. Whipple. The question of the number of miles in Chicago does not affect 
the above statement. Whatever we have there has cost, and stands the com- 
pany in, in the way I have indicated, and the amount indicated, although 
apparently it is less than we thought. 

The St. Louis company is a Missouri corporation called the Missouri Pneu- 
matic Tube Company, and the cost in the way I have indicated of the system 
as there installed is $391,152.71. There also the capital stock (which is 
$50,000) was given to the American Company in consideration of the use of the 
patent rights of the parent company for that system; so we have there an arbi- 
trary estimate of the supposed value of the patent rights for that limited 
area. It is true that the system contracted for at a price which aggregates the 
figures I have indicated is not finished, and that figure includes the obligation 
on the part of the American Company to complete it, and by rough estimate I 
think it is believed that it would cost $120,000 to complete it. If, therefore, 
that contract was out of the way, and you estimate the value of what is already 
constructed, you would need to deduct from the $391,152.71 approximately 
$120,000 to get the actual cost of what has been constructed. I stated it the 
other way because, you see, that is the way it appears on our books, because 
there is the obligation on the part of the American Company to complete this 
contract, the American Company being the contractor. The mileage is 2.09. 

The service in the city of New York comes under the head of the New York 
Pneumatic Service Company and the New York Mail and Newspaper Transporta- 
tion Company. Both have a mileage in New York according to our figures of 
21.7284. The American Company acquired the securities, stock, and bonds of 
the New York Mail and Newspaper Transportation Company. It owns a con- 
trolling interest in that corporation. There is some comparatively small 
minority of stock outstanding. The New York Pneumatic Service Company 
(as I remember it) was a corporation organized to take over the Tubular 
Dispatch Company, which failed and went into the hands of a receiver, and 
was acquired from the receiver, and its assets became the assets of the New 
York Pneumatic Service Company. 

The cost to the American Company of the New York Pneumatic Service 
Company, and the assets which it has of the old Tubular Dispatch Company, 
and the securities which it holds in the New York Mail and Newspaper Trans- 
portation Company, is $2,734,139. We have no figures so far as I know showing 
actual cost of the different items of construction, because the construction was 
made by the other companies, which were independent, and I think perhaps 
competitive companies of our own at the time they constructed, but I think 
our company had a feeling that it got a bargain sale of the Tubular Dispatch 
assets from the hands of the receiver, and that the difficulties of the company, 
because they could not get adequate compensation from the Government for 
the service they were performing, enabled the American Company to acquire 
its assets at certainly no higher figure than what the cost had been to secure 
the franchises and establish and equip the plant. I think it was felt there 
were some privileges in the franchise of the New York Mail and Newspaper 
Transportation Company that were perhaps better than could be secured under 
the new theories and ideas that grant privileges to quasi-public corporations. 

If you care to take the separate items, and they will be of interest, they are 
as follows: The New York Mail and Newspaper Transportation Company has 
cost $2,097,754.96, and the New York Pneumatic Service Company $636,384.04, 
making the aggregate which I have already given, $2,734,139. 

You will observe that I have given cost up to March 31, 1908. Since that time 
we have spent in construction in New York approximately $50,000. We shall 
spend, and are required to spend to finish the New York system as far as 
Station L, $50,000 more. We shall then have the amount of mileage which I 
indicated. I put it in that way because I am totalizing the cost when the New 



104 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

York system so far as Station L shall have been completed, which will be at 
a cost of $50,000; just as I also give the systems which we hope to complete 
in St. Louis, and indicated to you the amount that it would cost to complete 
it. So, to get absolutely correct cost of construction the deductions I have 
indicated will be made from the grand total. 

The total of the figures which I have given in items, as we compute it, is 
$4,771,523.12. As you will observe (as we have followed along in the St. Louis 
Company and in the Chicago Company), the capitalization of those companies 
represents the cost to them (by an arbitrary figure fixed by the officers of the 
companies) of the value of the use of all the patents of the American Company, 
amounting to $150,000. In the New York Pneumatic Service Company and the 
New York Mail and Newspaper Transportation Company, and in the case of the 
Boston Company as I understand it, the cost does not include any such items, 
so that if it ever should seem wise to the Government to acquire the properties 
of the American Company used in the mail service, I take it that what they 
would acquire would be the capital stock, bonds, and liabilities of each of the 
separate companies, and either a perpetual and exclusive license for mail pur- 
poses under the patents of the American Company throughout the United 
States or wherever they wish to use them, and all patents that were applicable 
to pneumatic-mail service, or what the corporation which we represent would 
have to dispose of to the company would be the items which have cost as 
indicated here, and the patents or exclusive licenses under the patents. Of 
course, if they acquired the patents and paid full value for them, why the 
figures which I have stated represent $150,000 of value already. I mean that 
would be duplicated if you gave full value of patents without licenses granted. 

Putting it the other way — if you acquire what we have at the full value, 
including $150,000 for licenses under the patents, you would deduct that amount 
from the fair valuation of the patents. 

The Tubular Dispatch Company had no right to patents of the American 
Company. What I mean to say is they had no rights under the patents owned 
by the American Company at the time, but they had patents of their own, and 
the American Company acquired in its purchase the control of the patents both 
of the Tubular Company and of the New York Mail and News Transfer Com- 
pany, which are some of the most important patents because they were the 
Batcheller patents. 

Our claim is now that, having acquired the patents of the Tubular Dispatch 
Company and the Mail and Newspaper Transfer Company, combined with the 
patents of the American Company, which it already has, that the company has, 
and can maintain up to date, a complete monopoly of the pneumatic tube service 
on any practical lines of construction. You are quite right in the suggestion 
that we did acquire additional patents when we purchased and paid this large 
amount for the two New York companies, but I had in mind when I spoke of 
having patents for sale, not those, because those were included in the purchase, 
and if we should be willing to sell out our good bargain at what it cost us, you 
would not get our patents on which the American Company was founded. So 
that it would represent the acquirement (I mean the amount we paid out for 
the New York companies) of very important patents, because they protect the 
basic patents of the American Company. 

Mr. Stewart. You can give us, of course, a schedule of all those patents which 
you purchased of the other companies? 

Answer. Yes. (Memorandum was made that the company furnish a list of 
their patents, making them in two classes; what the American Company held 
before it acquired these other companies, and what patents it acquired through 
the other companies.) 

Mr. Masten. How much more of the patents owned by the American Com- 
pany would it be necessary to purchase in addition to the rights held by each 
of the subordinate companies? 

Answer. The old Batcheller patents of the subordinate companies are con- 
fined to those particular localities. 

Mr. Bradley. Does the Philadelphia Company control any licenses from you, 
or patent rights for the State of Pennsylvania, or merely for Philadelphia? 

Answer. Only Philadelphia, and I believe it runs into Camden and West Vir- 
ginia, and those rights are complete. 

Mr. Stewart. I would like to ask how these sums are represented on your 
books; for instance, we have Boston $510,000, representing cost of the Boston 
tubes. 

Answer. That represents in part the capital stock of the company. The rest 
of it is in the shape of promissory notes held by the parent company for its ad- 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 105 

varices to the smaller company. You see, none of those companies are capital- 
ized; they have a nominal capitalization, and the parent company has preferred 
to be a very large creditor and a small stockholder, rather than a large stock- 
holder and a small creditor, and inasmuch as they own and control all of the 
stock it is really a question of convenience. 

Mr. Bradley. Are the detailed figures of cost subject to analysis? 

Answer. I have not them here. 

Statement of Judge Goodrich in regard to franchises and taxes. 

In connection with the franchise in Chicago I investigated the question as 
to the right of the city to charge in the franchise a tax on the gross receipts of 
the company for the use of the streets for the tubes. The franchise granted 
by the city provided that the tubes could only be used for carrying government 
mail, and no other purpose; and it also provided that for the first four years 
it pay 3 per cent on gross receipts, and balance of the time 5 per cent. I investi- 
gated that question, and could not find in any place where it ever showed the 
Government's right to go under the streets, 

The officers of the company are to prepare a comparison of the actual cost of 
construction and operation at present and previously (reference was made to 
the Pneumatic Tube Report of the Postmaster-General, 1900, pages 72 and 78). 



Pneumatic Tube Commission Subcommittee, 

New York, N. Y., Octooer 16, 1908. 

Present : Superintendent V. J. Bradley, Assistant Superintendent J. M. Masten, 
Assistant Superintendent E. M. Norris. 

Witness: Mr. B. C. Batcheller, chief engineer American Pneumatic Service 
Company. 

Mr. Bradley. What is the present interval allowed between carriers in pneu- 
matic tubes? 

Answer. I understand that the manager of operation of the tube company 
has established an interval of thirteen seconds for ordinary cases. There may 
be some exceptions to this. 

Mr. Bradley. What would be the theory in regard to proper intervals, and 
what is your own experience and opinion? 

Answer. This answer depends upon a number of factors. First, the con- 
struction of the receiving apparatus, which is of two types known as the open 
receiver and the closed receiver, the second requiring a greater interval of 
time to operate, perhaps three seconds as compared with one second. The 
velocity of the carrier with reference to the velocity of the air, and with refer- 
ence to other carriers, depends upon the size of the packing rings, which are 
constantly changing, due to wear and due to weight of load carried, and the 
amount of service that they render ; and this wear of the carrier rings affects 
the interval between the carriers as they travel through the tubes, the interval 
varying more as the carriers become worn and smaller. Owing to this variation 
in speed of carriers it is necessary to establish a minimum time interval of 
dispatch, and also on account of the variation in load contained in the carrier 
it is necessary to have a proper interval. 

Mi. Bradley. In view of these factors as explained, has your experience 
enabled you to establish a formula, and what is the formula? 

Answer. In reply to that question I would say that we have not established 
a formula, and I do not think it is possible to establish a formula. I think 
that a safe and economical minimum time interval can only be established by 
experience. 

Mr. Bradley. Assuming that the same conditions exist as regards receivers, 
what would be a safe reduction in time interval as between a line having an 
air circuit of 4 miles and another line having an air circuit of 1 mile if it be 
assumed that in the former instance a thirteen-second interval would be safe? 

Answer. I should say that the time interval might be reduced two or three 
seconds. 

Mr. Norris. Could any additional economy be exercised in regard to space 
occupied in postal stations as to power plants? 

Answer. In reply I would say that, if a system were constructed similar to 
the one in Philadelphia, where a power plant is required at every station, 
blowers directly connected to electric motors could be used which would occupy 
less space than air compressors. A station having double terminals, in which 
three blowers would be required, the blowers, motors, switchboards, and lockers 
for such station could be placed in a space of 700 to 1,000 square feet 



106 PNEUMATIC-TUBE SEKVICE FOE THE MAILS. 

The use of blowers in place of air compressors is a recent experience. Such 
a system as used in Philadelphia requires a somewhat greater outlay in rental 
for space for power plants, but the advantage of this system is that it gives 
greater carrying capacity and greater freedom from interruptions in the service. 
The cost of constructing such system is somewhat greater, owing to the greater 
number of blowers and motors that are required. The cost of operation is 
probably no greater. 

Mr. Bradley. As I understand it, the circular open-table receivers are in use 
only in Philadelphia? 

Answer. Yes. 

Mr. Masten. What style of transmitter and receiver does your experience 
enable you to recommend? 

Answer. I would recommend the gravity transmitter, and the circular open- 
table receiver wherever possible, with blowers at every station. 

Mr. Bradley. What do you regard as the maximum economical speed in 
pneumatic-tube service? 

Answer. I think that 30 miles per hour is the maximum economical speed. 
I think that on some of the lines equally efficient service can be rendered with 
a somewhat slower speed — say 25 miles. From the general post-office to Sta- 
tion L in Brooklyn, and from Armour station to stock yards in Chicago the 
lines connect outlying stations, and are not subject to congestion. The differ- 
ence of a few seconds in the time of transit in the carriers does not materially 
affect the efficiency of the service. 

Mr. Bradley. Do you think it is feasible with the existing plants to increase 
the length of the carriers from 24 to 30 inches; or could any increase be made? 

Answer. I do not think this could be done without changing the apparatus 
and the length of the bends, necessitating rebuilding the entire system. 



Subcommittee of Pneumatic Tube Commission, 

Boston, Mass., October 23, 1908. 

Present: Messrs. Bradley, Masten, and Norris; witness, M. L. Emerson, 
operating manager subsidiary companies performing pneumatic-tube service in 
Boston, New York, Brooklyn, Chicago, and St. Louis. 

Q. Have you any formula for establishing- a safe headway between successive 
carriers in pneumatic tubes? — A. No. 

Q. How do you, then, determine the safe headway between successive car- 
riers? — A. By observation and by experience in the operating of the systems. 

Q. Is the headway dependent on the length of the line^ — A. Yes. 

Q. What factors are of value in determining a safe headway between suc- 
cessive carriers? — A. First, the length of the line; second, the physical con- 
dition of the line — by this I mean the number of bends, etc., in the line, the 
manner in which the line was laid, and the degree of moisture in the line ; third, 
the type of terminal receiver used ; fourth, the condition of the carriers as 
indicated by the wear and tear on the outside surface of its packing rings. 
' Q. To what extent does the length of the line affect the interval between 
successive carriers? — A. On the longest lines which are now in operation it 
might affect the interval as much as five seconds. 

Q. To what extent do you think that the condition of the line would affect 
the interval? — A. The condition of the line might affect the interval as much 
as five seconds. 

Q. To what extent would the type of receiver used affect the headway? — A. 
The carriers can be sent fastest with a receiver which has no gate ; can be sent 
almost as fast with a so-called open receiver which has one gate only, and must 
be sent considerably slower with a receiver which has two gates by means of 
which the carrier is brought out of the line at a pressure above that of the 
atmosphere. 

Q. What would be the extreme variation as between the most rapid and 
slowest of these receivers? — A. With a receiver which has no gate, the carriers 
can be sent at such intervals that they can be removed from the receiving table 
before colliding with each other in going into the pan. This would depend 
somewhat on the age of the carrier. With receivers containing one gate, the 
same answer as above applies, except that time must be allowed for the carriers 
to cushion, or, in other words, for the operation of the machine. For receivers 
of the two-gate type, the same answer as above applies, with the addition that 
as a rule this type of machine must be studied in its separate cases. In 
general, a receiver containing no gates could probably receive carriers on an 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 107 

approximately six to seven second interval. This interval would depend on the 
rate at which the transmitter worked, on the age of the carrier, and on the 
ability of the employees to handle the carriers. A receiver containing one gate 
could not, in actual practice, be worked successfully at much less than ten 
seconds headway. A receiver containing two gates should not, I think, in actual 
practice, be worked much faster than thirteen seconds headway. 

Q. To what extent may the outside diameter of the packing rings be reduced 
before good practice would require that the carrier be removed from service? — 
A. Approximately one-eighth inch in diameter. 

Q. As between a perfect packing ring and one that had been reduced one- 
eighth inch in diameter, how would the variation in speed affect the headway? — 
A. From seven to eight seconds at maximum. 

Q. Have you made a special study of this kind of work? — A. I have. 

Q. Has this study, with your observation and experience, led you to increase 
the headway on certain lines? — A. Yes. 

Q. Can you instance the line on which the headway was increased? — A. On 
the Chicago system. 

Q. Anywhere else? — A. No. 

Q. Has the headway been increased in St. Louis? — A. My impression is that 
it was decreased from fifteen seconds, although no definite interval was ever 
arrived at in that system to my knowledge. 

Q. In cases where you have increased the headway, have you deemed it 
necessary to confer with the postal officials ? — A. Yes, as a matter of courtesy. 

Q. Have you understood that the contracts between the Post-Office Depart- 
ment and the pneumatic tube companies require a certain frequency which 
must be maintained? — A. No; but it has always been understood that the inter- 
val btween carriers should be as short as was consistent with the safe opera- 
tion of the tube. 

Q. About how many miles may a carrier travel before its removal is required 
for new packing rings? — A. Between five and nine thousand, depending on the 
systems where used and also apparently depending on the mixture of the mate- 
rial which is used in packing. 

Q. What is the system of inspection for verifying the diameter on the outside 
of the packing rings? — A. The carriers are continued in operation until such 
time as they begin to give trduble in the receiving machines, due to their over- 
taking each other in the tubes. 



Meeting of Subcommittee of Pneumatic Tube Commission. 

Boston, Mass., October 22, 1908. 

Present : Messrs. Bradley, Masten, and Norris. Witness : Mr. Luke D. Mullen, 
firm of Coleman Brothers, 15 Court square, Boston. 

Mr. Bradley read the law and explained that there was no appropriation 
made by Congress so that reimbursement could be given to experts and wit- 
nesses for their testimony before the commission. 

Q. Will you state, Mr. Mullen, the experience that you have had in general 
contract work? — A. I have had seventeen years' experience in all kinds of 
work — sewer pipe, construction of reservoirs and dams, the building of subway 
on Washington street, and part of the East Boston Tunnel, etc. 

Mr. Masten then explained the route followed by the two pneumatic tubes 
which are now in operation in Boston. 

Q. Mr. Mullen, do you think it would be advantageous to give out the work 
of construction piecemeal or to have one contractor who would look after the 
excavation, the laying of pipe, repaving, etc.? — A. In my opinion, it is best for 
one man to do the whole work. 

Q. What is the practice in regard to giving bonds in contract work? Is the 
bond obtained from the Surety Company? — A. Always. 

Q. What is the usual amount of the bond in municipal work? — A. In munic- 
ipal work it runs all the way from one-fifth to one-third, according to the size 
of the contract. 

Q. What is the usual premium of bonds? — A. About 5 per cent of the amount 
of the job. 

Q. What is the usual premium paid for insurance? — A. It depends entirely 
on the classification of the work. On this class of work, from 1$ per cent of the 
amount of the pay roll to 3 per cent. In tunnel and subway work it runs to 
9 per cent of the amount of the pay roll, and in one instance that I had recently 
it amounted to 12 per cent. 



108 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Boston, Mass., October 22, 1908. 
Pneumatic Tube Commission. 

Gentlemen : I inclose you the following list, as requested by you, for an 
approximate estimate for laying the 8-inch pipe: 

Cents per 
lineal foot. 

Excavation from 24 to 33 

Laying 10 

Lead, jute, and blocking 10 

Teaming pipe 5 

Time keeping and foreman 5 

Bond, insurance, and incidentals 2 

Testing 2 

67 
Profit (15 per cent) _! 10 

77 

In the work of laying the pipes through the city you will encounter many of 
the underground conduits of the different public-service corporations, which, by 
the different types, can easily be figured at the ordinary rates for replacing the 
same if disturbed by your pipes. 

Contract prices for brick work at present range from $12 to $15 per cubic 
yard, and duct laying is the same as in all parts of the country. 

The paving, as explained to you before, ranges from $5 to 65 cents per square 
yard, which can be apportioned by the area that the excavation would cover. 
Respectfully, yours, 

Luke D. Mullen. 

Mr. Franklin A. Snow, room 303, John Hancock Building, Boston, Mass. 

Q. Will you kindly state what experience you have had in this general class 
of business which enables you to speak with authority? — A. I laid the first 
pneumatic tube line that was ever laid here from the general office to the North 
Station. Since then I have done all their street work and repairs, built the 
main line, in fact, I guess I have done all their work for a period of ten or 
eleven years. I did all of the underground work of the Edison electric people ; 
I laid all the conduits for the Massachusetts Telephone and Telegraph Com- 
pany ; I have been laying and building reservoirs for the last twenty years. 

Q. I presume the company furnishes the pipe? — A. They furnish the pipe, 
deliver it along the line of the work, clean and scrub it, and furnish all the 
labor and also install the lines. 

Q. Could you indicate to us in an approximate way the cost of constructing 
the line proper, divided up in items of excavation, laying the pipe, etc.? — A. I 
take pleasure in handing you a statement which shows the length of lines in 
different localities and the cost per trench foot of construction. This state- 
ment includes everything, except the cost of the pipe test. It also includes 
manholes in different parts of the city. The total is for about 32,000 feet 
trench work, the trench accommodating double-line pipe. 

(Mr. Snow adds that the statement, as submitted, includes the cost of munici- 
pal inspection and supervision, but does not include the cost of any supervision 
or engineering work on the part of the principal. It does not include the mak- 
ing of any maps, or the cost of construction, or the furnishing of all lead, in 
fact, only the furnishing of the pipe on board cars.) 

Q. Are you familiar with the price of pipe? — A. Well, no; I can not say 
that I am very familiar. Ordinary water pipe costs $25 or $26 per ton. 

Q. Do you know the price of pipe such as is used in the pneumatic-tube 
service — eight-inch pipe? — A. About $30 per ton, exclusive of boring and ma- 
chining. 

Q. Do you know anything as to the cost of boring and machining of pipe? — A. 
No : nothing at all. 

Q. Mr. Snow, what is the practice in Boston in giving out contracts? Is it 
for a fixed price or for a percentage of the total cost? — A. Well, all that I know 
is of straight contract work for a fixed price. All repair of the Pneumatic 
Transit Company is based on the percentage plan — cost of material and labor — 
because the extent of the work can not be estimated in advance. 

Q. What is the usual percentage allowed to the contractor? — A. Fifteen per 
cent is general. 



' 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



109 



Q. In this contract work which you have done, is it customary to give 
bond?— A. Oh, yes; always. 

Q. To what amount?— A. Well, I think about one-third of the estimated 
cost, according to the contractor's figures. 

Q. Is that bond obtained very easily? — A. Yes. 

Q. What is the usual premium? — A. One per cent. 

Q. One per cent of the amount of the bond, or 1 per cent of the amount of 
the contract? — A. No; the amount of the bond. 

Q. Is it customary to include in contracts the requirements for insurance 
against claims of injuries to employees and the general public?— A. Yes, it is 
customary; always customary. 

Q. What is the usual premium paid for such insurance? — A. About 5^ per 
cent of the amount of the pay roll. It would be for this class of work. 

Q. Is it supposed that there is any special risk in this class of work? — A. 
No; it is not considered as risky as sewer work. Any sewer work is 6tu per 
cent. 

Q. Mr. Snow, have you found much rock in your excavations for pneumatic- 
tube work?— A. Very little. Only in Roxbury. It is mentioned in my state- 
ment just delivered to you. 

Q. Do you know whether it would be feasible to lay pneumatic tubes in the 
tunnels or subways in Boston?— A. I find it would be difficult; that the loca- 
tion can not be found and the transit company would be very averse to grant 
such a location. 

Q. Did you lay the conduits for carrying their own rails? — A. Yes; in the 
Tremont subway, and they were placed in the lower corners outside of the 
rails. 

Q. Would there be an opportunity in any part of the day between trains to 
do much work for laying the pipes or making repairs? — A. No; but probably 
from midnight to 4 or 5 o'clock in the morning. 

Q. Is there any space above in the arches of the subway or in the braces 
supporting the roofing to lay the pipe in? — A. No; there is no place. It is 
all concrete construction. 

Q. Has the tunnel under the Charles River more space than the Tremont? — 
A. Well, I really can not answer that question. I should not imagine that 
they could. The conduits are laid in the bottom and in the center of these 
tunnels and take up all the space. 

Q. Are there any municipal pipe galleries or subways for gas and water 
pipes in which the government pneumatic tubes might secure joint occupancy ? — 
A. There are no such galleries or subways in the city of Boston at the present 
time. 

Statement submitted by Mr. Franklin A. Snoio, October 22, 1908, as showing the 
actual cost of street work in connection with the Boston Pneumatic Tube 
Service. 



Causeway street post-office lo Staniford street 

Staniford street 

Temple street 

Derne street, Temple to Bowdoin 

Bowdoin street, Derne to Beacon 

Beacon street, Bowdoin to Tremont 

School street 

Washington street, School to Spring lane 

Spring lane 

Summer street, across Church Green 

Lincoln street, Summer to Beach 

Essex street, Lincoln to Chauucy 

Beach street, Lincoln to Atlantic avenue 

Atlantic avenue, Beach street to "station" 

Harrison avenue, Essex street to East Dedham 

East Dedham, Harrison avenue to Washington 

Washington street, East Dedham to Massachusetts 
avenue. 

Massachusetts avenue, Washington street to Har- 
rison avenue. 

Harrison avenue, Massachusetts avenue to Dudley. . . 

Dudley street, Warren street to Columbia road 

Do 



Paving. 



P. & P. concrete. 

Ordinary block... 

Macadam 

do 

/200 bitulithic 

\440 brick 

Ordinary block. . . 
/P. & P. concrete.. 
\ Wooden block 

Concrete 

Block 

P. & P. concrete.. 

Grout concrete . . . 

P. & P. concrete. . 

do 

do 

Ordinary block... 

Macadam 

Ordinary block . . 

Macadam 



2,600 ordinary. . . 

500 asphalt 

Ordinary block. 
Rock 



Sq. 



GOO 
70 
240 
200 
940 
920 
580 
200 

J, 900 
500 

5,100 



3,100 
7,000 



$4.38 
3.00 
3.00 
3.00 
6.00 
3.00 
5.00 
6.00 
7.00 
4.40 
5.00 
4.40 
4.50 
4.50 
3.00 
3.00 
3.00 



3.00 
6.00 
3.00 



$1,401.60 
3,240.00 
1,920.00 

540.00 
3, 480. 00 
1,920.00 
3,000.00 

420.00 
1,680.00 

880.00 
4,700.00 
4,048.00 
2.610.00 

900.00 
14.700.00 
1,500.00 
6,300.00 

2,100.00 

7,800.00 
3,000.00 
21,000.00 
6,000.00 



110 



PNEUMATIC-TUBE SEKVICE FOR THE MAILS. 



Statement submitted by Mr. Franklin A. Snow, October 22, 1908, etc. — Cont'd. 






Paving. 



Warren street, Zeigler street to post-office 

Zeigler street, Harrison avenue to Warren street 

Kneeland and Eliot streets, Harrison avenue to Park 

square. 

Providence street, Park square to Berkeley street 

Berkeley street, Providence street to St. James avenue. 

St. James avenue, Berkeley to Clarendon street 

Clarendon street, St. James avenue to Boylston street 

post-office. 

Devonshire street, Water to Franklin street 

Devonshire street, Franklin to Sumner 

Park square 

25 manholes 



Ordinary block 

Macadam 

P. ^ P. new concrete.. 



Ordinary block. 

Asphalt 

Macadam 

f....do 

\Asphalt 

do.. 



P. & P. concrete. 

("Concrete... 

\Modern block 



Sq. yds. 
150 

200 



1,350 
150 



$3.00 
3.00 
5.00 

3.00 
6.00 
3.00 
5.00 
6.00 
5.00 
5.00 
3.00 



$450.00 

600.00 

9,400.00 

4,050.00 

900.00 

1,800.00 

2,800.00 
4, 440. 00 
3,400.00 
1,000.00 
7,500.00 



Arthur S. Temple, president United Store Service and Tube Company. 
E. A. Fordyce, chief engineer, same company. 

This subcommittee, now in session, represent a committee appointed by the 
Postmaster-General to investigate the feasibility and desirability of the Gov- 
ernment purchasing the installation or equipment for pneumatic-tube service, 
and thereafter operating the same in the cities where such a system is now in 
use, and also to ascertain the cost of maintenance and operation. 

Q. There has been turned over your letter of July 1, 1908, addressed to the 
Second Assistant Postmaster-General, inquiring when the investigation of the 
pneumatic-tube service would begin. Do you desire, as representing the United 
Store and Tube Company, to make any formal statement to the subcom- 
mittee? — A. We appear before the committee to express our willingness to 
give you estimates of the cost and construction and of operation of the service 
in the cities where it is now in operation. While we have not prepared any- 
thing in a formal way, Mr. Fordyce is competent to quote offhand fairly ap- 
proximate figures regarding the cost of construction in each of the cities. 

Q. Mr. Fordyce, will you kindly state what experience you have had in this 
general class of business which enables you to speak with authority? — A. I 
started in the business in 1889 and have been connected with it since that 
time, barring a period of possibly a year. I was formerly connected with the 
Bosteda Package and Cash Carrier Company, Chicago ; then the Bosteda Pneu- 
matic Tube Company, the Lamson Consolidated Store Service Company, the 
American Pneumatic Service Company, and connected at present time with the 
United Store and Tube Company. I was in the employ of the Lamson Con- 
solidated Store Service Company for a period of six years, from 1900 to 1906. 
While with the Lamson Consolidated Store Service Company I had charge of 
their pnenmatic-tube department. I have designed and patented the construc- 
tion of pneumatic tubes from 2 inches in diameter to 10 inches in diameter. I 
designed the 10-inch and built it in Chicago, and afterwards it was adopted in 
Boston and is used at the present time for carrying mail. 

Q. Is your company in a position to make proposals to the Government for 
the construction of 8-inch pneumatic-tube equipment, including all necessary 
terminal machinery in its operation? — A. Oh, yes; at any time. This company 
has* been established only since June, 1907, and since then the Government has 
issued no advertisements calling for bids for underground mail tubes. 

Q. Does your company control independent patents that enable you to operate 
this system without regard to the American Pneumatic Service Company, or to 
the Batcheller Pneumatic Tube Company? — A. (Mr. Temple.) Yes, sir. 

During the interview Mr. Fordyce, chief engineer for the United States 
Stores Company, quoted from his memorandum book of engineering data, cost 
of operating, etc., the following figures regarding the cost of operating pneu- 
matic-tube mail service in Boston, Chicago, and St. Louis: 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. Ill 

BOSTON. 

For a period of two years and four months ending March 31, 1906 : 

Receipts from Post-Office Department for the period $239, 500. 73 

Operating expenses 178,035.00 

Excess 61, 465. 00 

Itemized as follows: 

Cost of labor 54,734.00 

Cost of power 42, 147. 00 

Cost of repairs, including changes in lines and construction on ac- 
count of subways ^ _ 44, 361. 00 

Taxes 5, 520. 00 

Salaries 17, 033. 00 

Miscellaneous, or not explained 14, 240. 00 

178, 035. 00 

CHICAGO. 

For the period from June 1, 1904, to March 31, 1906, one year and ten months : 
Receipts from Post-Office Department for the period $167, 494 

Operation, including labor, oil, and waste 45, 007 

Power 57, 753 

Repairs to tube line 6,311 

Repairs to machinery 4,332 

Repairs to carriers and new sets due to defective construction 26, 620 

140, 023 

Excess, which does not include interest, profit, depreciation, and 
general expenses 27, 471 

ST. LOUIS. 

For the period of two years and nine months to March 31, 1906 : 
Receipts from Post-Office Department for the period $55, 437 

Operating expenses 15, 944 

Power 4, 815 

Repairs to tube line 138 

Repairs to machinery ^ ! 360 

Carrier replacements 5, 357 

Taxes 1, 385 

27, 999 



Excess, which does not include depreciation and interest on 

investments 27, 438 

On the following day (October 23) Mr. Fordyce handed to the committee the 
following estimates as to the cost of constructing the pneumatic-tube line in 
Boston, New York, Chicago, and St. Louis : 

BOSTON. 



Excavating and refilling. . 
Removing surplus earth . . 
Cost of pipe and boring. . . 

Cost of specials 

Cost of laying complete. . . 

Freight and cartage 

Paving, granite block 

Supervision 



Linear foot trench , 

....do 

Foot single pipe 

Foot single 

Foot double 

Foot single 

Foot trench 

Foot double (estimated)., 



Price 
per 
unit. 



SI. 36 
1.36 
1.41 
6.00 
.75 
.20 
1.00 



112 



PNEUMATIC -TUBE SERVICE FOR THE MAILS. 
NEW YORK. 



Item. 



Unit. 



Price 
per 



Excavating and back filling.. 

Removing surplus earth 

Cost of pipe 

Cost of specials 

Laying complete , 

Freight and cartage 

Paving, asphalt 

Paving, macadam 

Paving, granite block 

Supervision 



Linear foot, single ... 

....do 

Linear foot, double . 
Linear foot, single ... 

Linear foot 

....do 

....do.- 



$2.00 
.15 
1.41 
5.00 
.SO 
.20 
1.50 
1.00 
.80 
.40 



Excavating and refilling trench.. 
Removing surplus earth 



Cost of pipe and boring.. 

Cost of specials 

Cost of laying complete.. 
Freight and cartage 



a-ving, asphalt 

Paving, macadam 

Paving, granite block. . 
Supervision 



Linear foot trench 

Linear foot trench (6 feet deep by 
3| feet wide). 

Linear foot 

do 

Linear foot, double 

Linear foot, single 

Linear foot trench 

do 

do 

Linear foot, double (estimated) . 



1.41 
5.00 
.60 
.40 
1.50 
1.00 
.80 
.30 



ST. LOUIS. 



Excavating and back filling.. 

Removing surplus earth 

Cost of bored pipe (single) 

Cost of specials (single) 

Cost of laying (double) 

Freight and cartage 

Paving, granite block 

Supervision 



Linear foot trench.. 

do 

Linear foot 



do 

Linear foot, single . . 
Linear foot trench . . 



1.41 
5.00 



.75 
.30 



United States Post-Office, 

Boston, Mass., October 22, 1908. 
Mr. Arthur S. Temple, 

President United Store Service and Tube Company, 

922 Tremont Building, Boston, Mass. 
Dear Sir : Your letter of July 1, 1908, to the Second Assistant Postmaster- 
General, inquiring regarding the investigation of the pneumatic-tube service in 
response to the recent act of Congress, was turned over to this subcommittee 
with other papers from the Post-Office Department, Washington, and led to 
the hearing of yourself and Mr. Fordyce at the subcommittee's session, Boston, 
to-day. 

In the course of the hearing you announced that the United Store Service 
and Tube Company was not only willing but able to introduce pneumatic-tube 
service similar to the present system and equal to it in efficiency and that you 
would be able to submit forthwith an estimate of the cost of construction and 
operation. 

It is requested, therefore, that you submit such statement, with as much 
detail as possible, for consideration by this committee, in conjunction with 
other facts and figures elicited in this investigation. 
Respectfully, 

V. J. Bradley, 
Acting Chairman Subcommittee, Pneumatic Tube Commission, 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 113 

Post-Office Department, 
Division of Railway Mail Service, 
346 Broadway, New York, November 7, 1908. 
Mr. Arthur S. Temple, 

President United Store Service and Tube Company, 

922 Tremont Building, Boston, Mass. 
Dear Sir : No reply has yet been received from you to the letter of October 
22, referring to your announcement of that date that your company was not 
only willing but able to introduce pneumatic-tube service similar to the pres- 
ent system, etc., and requesting you to submit an estimate of the cost of con- 
struction and operation in as much detail as possible. 

Will you please say whether a reply may be expected within the next few 
days? 

Respectfully, 

V. J. Bradley, 
Acting Chairman Subcommittee, Pneumatic Tube Commission, 



United Store Service and Tube Company, 
921 Tremont Building, Boston, November 10, 1908. 
V. J. Bradley, Esq.. 

Acting Chairman Subcommittee, Pneumatic Tube Commission, 

846 Broadway, New York City. 

Dear Sir : Replying to yours of November 7, we beg to say that we felt that 
we had already submitted to you statements of cost of the different parts of 
construction in the cities where construction had already been carried through 
to enable you to arrive at all conclusions necessary in considering any further 
proposed construction without having before us a definite proposition as to a 
system in some city. It is, of course, not practicable to submit much infor- 
mation beyond what we have already given you. 

In a general way it might be said that the cost of construction would run 
from something near $30,000 per mile to $50,000 per mile under the ordinary 
conditions found in large cities. This is inclusive of machinery and equip- 
ment. To this actual amount, whatever it might be, any contractor would 
expect to add a profit, and if the contractor were furnishing special machinery, 
and constructing a system employing patents as well as skill in the building of 
it, the amount of this percentage would be increased. We should say that 25 
per cent surely should be allowed, and possibly 50 per cent. 

As to the cost of operation, we feel that this has already been sufficiently 
gone into to enable you to judge what it properly should be, and our experi- 
ence is that the facts as to cost are well enough established to require no com- 
ment. The sole consideration which we have to suggest regarding cost is 
'whether if systems are to be constructed and leased to the Government which 
are less than 3 miles in extent, the rental per mile should not be increased 
over $17,000 in order to permit a liberal reservation for a sinking fund under 
a ten-year contract, because in the nature of things an investment in such a 
system requiring but 3 miles or under would be less assured after the lapse 
of ten years than a more extensive one in a larger city where the need of con- 
tinuing it would be increased. 

By reference to our letter you will see that we said we were able to submit 
forthwith an estimate of the cost of construction and operation, and if given 
any definite proposition, we would very gladly submit you figures that could be 
made the basis of an agreement if so desired. 

We have intended to give you the very fullest information and trust you 
will be able to get some light therefrom. 
Respectfully, 

United Store Service and Tube Company, 
Arthur S. Temple, President. 

H. Doc. 1220, 60-2 8 



114 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

November 11, 1908. 
Mr. Arthur S. Temple, 
President, etc., 

921 Trcmont Building, Boston, Mass. 
Dear Sm: In your letter of November 10 (2d page) you say: "By reference 
to our letter you will see that we said we were able to submit forthwith an esti- 
mate of the cost of construction and operation." 

The only letter we have from you is that dated July 1, addressed to the 
Second Assistant Postmaster-General, and as this does not contain the statement 
you refer to, we think it possible you may have written some other letter which 
has not reached us. If so, will you please furnish a copy? 
Respectfully, 

V. J. Bradley, 
Acting Chairman Subcommittee. 



United Store Service and Tube Company, 
921 Tremont Building, Boston, November 13, 1908. 
V. J. Bradley, Esq., 

Acting Chairman Subcommittee, 
Pneumatic Tube Commission, 

346 Broadway, New York City. 
Dear Sir: Replying to yours of the 11th instant, would say the first para- 
graph on second page of our letter of the 10th instant should read : 

" By reference to your letter you will see that we said we were able to submit 
forthwith an estimate of the cost of construction and operation," etc. 
Yours, very truly, 

United Store Service and Tube Company, 
Arthur S. Temple, President. 
P. S. — This reference is to your letter to us of October 22. 



Mechanics Trust Company, 
Boston, Mass., October 29, 1908. 
Mr. V. J. Bradley, 

346 Broadway, New York City. 

Dear Sir : Acting upon your suggestion that I make some statement as to 
my experience and connection with pneumatic-tube systems in order to show 
of record my qualification to speak about such matters, I submit the following: 

Beginning in 1897 I undertook as my own property the construction of the 
first part of the system in Boston, running from the general post-office to the 
North Station^ under contract with the Post-office Department. The project 
was then new and capital was not to be readily enlisted. Soon after this I 
devised and had constructed a different method of pneumatic-tube transportation 
which was at one time employed in the large 10-inch tube in Boston now used 
for mail transportation. 

These different interests were finally merged and consolidated with other 
companies and interests, including the Lamson Consolidated Store Service Com- 
pany, into the American Pneumatic Service Company. Of this latter company 
I was president from its organization until 1907. As president of this company 
I was also president of the pneumatic mail tube companies in Boston, New 
York, Chicago, and St. Louis, and held such office during the time of all con- 
struction in each of said cities, excepting New York, from the beginning to the 
completion. 

I was consulted, and naturally had much to do in explaining and assisting 
in the passage of the legislation authorizing this service and making the appro- 
priations for it. I negotiated the contracts with the Post-Office Department for 
this service in all of the cities above named. As president of the American 
company I negotiated for the purchase of the original system in New York 
City, and during my administration the major part of the construction addi- 
tional to the original system in that city was carried on. 

My duties related not only to the legislative and administrative parts of the 
business of the different companies, but I acquainted myself with, and had 
constant supervision over, mechanical and street construction, and also had 
entire charge of all the financial negotiations of the different companies. 
Yours, truly, 

W. E. L. Dillaway. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 115 

Memoranda made at New York, October 24, 1908, briefly summarizing some 
remarks made by Mr. W. E. L. Dillaway, of Boston, at the interview in Bos- 
ton, October 28, at which he presented to the subcommittee a printed state- 
ment, dated October 1, 1908, comprising his argument against governmental 
purchase of pneumatic tubes. 

Mr. Dillaway explained that when he heard that the pneumatic-tube com- 
mission was to come to Boston he had requested the postmaster to arrange so 
that he should have a hearing, and he had concluded that to present his argu- 
ment in proper shape he had had it printed. 

He then discussed in a cursory way the successive parts of his argument. 

He expressed the opinion that his estimate of the cost of the Boston system 
($436,000) and his estimate of the cost of the St. Louis system ($100,000) up to 
March 31, 1907, would probably be within $3,000 or $4,000 of the exact amount. 

He remarked that he was a creditor of the United Stores Company, and 
intended to loan them more money and become a stockholder, with the view to 
general pneumatic-tube business, in which he was a great believer. 

Being asked as to his present relation to the American Pneumatic Service 
Company, he said that he owned a very small amount of stock ("the price of 
which would not pay your railroad fare any considerable distance"), and that 
he owned an amount of bonds, beyond which he was not more specific. 

He was asked whether, if the American Pneumatic Service Company claimed 
to control a monopoly of the large tube pneumatic mail business on account 
of controlling essential patents, the claim could be maintained. He replied em- 
phatically that it could not. He called attention to the experimental 8-inch 
tube of the United Stores Company, recently installed in the old cordage works 
in Boston, and said that it represented a complete system, with absolutely no 
infringement whatever upon the patents controlled by the American Pneumatic 
Service Company. 

In reference to the cost of the pneumatic-tube service in New York City, he 
said that it was almost impossible to work it out because of the stock transac- 
tions of the older companies, but expressed the opinion that $600,000 would be 
a fair estimate of the actual cost of pneumatic-tube service in New York City 
up to Forty-second street and including the New York-Brooklyn line. 

He was asked where the records of the Tubular Dispatch Company could be 
found. He said that they were in the possession of the American Pneumatic 
Service Company. " They bought the company, and must have the records." 

He expressed the opinion that $17,000 a mile was a fair rental for this class 
of service. 

He still believes in the possibilities of pneumatic-tube service for commercial 
parcel business in cities like New York and Chicago, where the volume of busi- 
ness would be much larger than in Boston, where the experiment was a failure. 

In regard to an allowance for maintenance, he did not have any exact knowl- 
edge, but expressed the opinion that for the maintenance of the pipes an allow- 
ance of 2 or 3 per cent per annum would be sufficient for depreciation, and for 
machinery 5 to 10 per cent for depreciation. 



Mr. Edwin TI. Pearson, chief engineer, post-office, subtreasury building. 

Q. Are you familiar, Mr. Pearson, with the pneumatic-tube service and with 
the machinery employed in connection with it? — A. I am familiar with the 
mechanical operation of the system. You understand, of course, that I am not 
familiar with the handling of the mail, but that part — that is, the mechanical 
work of the system as installed in this building. 

Q. Have you any familiarity with the cost of construction? — A. I have, to a 
certain extent ; yes, sir. I have had knowledge from time to time of the cost of 
the installation in a general way. I have recently made an investigation as to 
the proper cost of reinstalling the present outfit and what it woiild cost to 
replace it. 

Q. Could you place before us your figures as to the cost of reproducing the 
outfit? — A. The figures that I have would cover the installation of the cornpr<.~.- 
ors and the steam piping, the complete installation of the compressors and air 
piping. As far as the transmission of machinery, that I have no knowledge of. 

Q. Could you give us an estimate as to the cost per trench foot of constructing 
double line of 8-inch pipe through the streets of Boston? — A. In the construction 
of street work I am not familiar. I have no figures on that. 



116 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Q. Will you state, Mr. Pearson, what you estimate the cost of power to be? — 
A. My estimate of the cost of installing the power plant, as it stands to-day, in 
this building is $18,000. 

Q. What does that include? — A. That includes the air-compressor plant as it 
stands to-day, with the steam and air piping. 

Q. How many machines? — A. Three compressors. 

Q. What style of compressor? — A. Rand-Drill compressor. 

Q. How old are they? — A. Two were installed about ten or eleven years ago 
and the third about five years ago. 

Q. Can you name the items? — A. The items are: Cost of the 11-year-old com- 
pressors, $3,900 each, or $7,800 for both ; 5-year-old compressor, $4,800 ; founda- 
tions, two first machines, each, $1,000, or $2,000 for both ; last machine installed, 
$800 ; steam piping, $1,500 ; air piping, $2,000 ; total, $18,900. The Pneumatic 
Tube Company's estimate would, no doubt, be higher than mine, my figures 
being based on to-day's prices and for the installation of the work at one time. 

Q. What is the cost of operation, i. e., attendance and steam? — A. The attend- 
ance consists of two engineers averaging about $2.50 each for seven days in the 
week. As regards the steam, I estimate that the coal consumption will average 
for seven days about 11,000 pounds per day, at a cost of $3.35 per ton. This 
would represent a weekly outlay of about $128,975, an annual outlay of about 
$6,706.70. These figures are ascertained after a series of practical tests that 
convince me that they are 99 per cent perfect. The Treasury Department fur- 
nishes the American Pneumatic Service Company with steam for the operation 
of their plant at a certain* price per year. 

Q. What is the annual rate? — A. I do not know the annual rate. In comput- 
ing the cost of power we should be obliged to add the cost of water, about $500 
per year, making the total cost $7,206.70. 

Id addition to this, it should be remembered that in the beginning an addi- 
tional fireman was taken on at $2.50 per day, which would represent $900 
additional per annum. During the cold weather the exhaust steam is used 
for heating the building, and this would be regarded as considerably more than 
an offset for the cost of the additional fireman. 

Q. Can you tell us anything as to the cost of repairs? — A. One of the 11-year- 
old compressors, to my personal knowledge, has not required an outlay of more 
than $100 for the entire period of eleven years. The other 11-year-old com- 
pressor has required repairs amounting to from $500 to $600 in the eleven-year 
period. The 5-year-old compressor has practically required no repairs, except 
what was due to an accident at the time of its original installation, such as 
would not be met with in ordinary practice. 

Q. What allowance do you think should be made in percentage for deprecia- 
tion of this machinery? — A. It is customary to allow 10 per cent per annum 
for depreciation, but in regard to these particular machines the experience just 
quoted would seem to properly justify an allowance of 5 per cent. 

Q. Do you think that the figures that you have just given cover all the cost 
of operation? — A. It would be, of course, necessary to add the cost of oil, waste, 
etc. This would probably be best obtained from the Boston Transit Pneumatic 
Company. My offhand opinion is about $40 or $50 per year. 

Another variation which ought to be kept in mind is that the present company 
is operating on practically a twelve-hour basis for labor, whereas if the Gov- 
ernment were operating it would be on an eight-hour basis, and of course the 
price of operation ought to be increased accordingly. 



Informal remarks of Mr. H. A. Brigham, of the Thomas Crimmins Contracting 

Company, when ascertaining conditions under which bids should be made for 

constructing pneumatic- tube equipment. 

New York, October 26, 1908. 

I think Mr. Crimmins constructed a portion of the tubes in New York, but I 
never worked on tube construction. 

I think there would be a great many variations in price on account of other 
pipes in the subways, etc., especially at intersections. 

Cost of excavation in New York. — In some sections very large, but in down- 
town sections not so large until about Twentieth street is reached, and then 
you strike rock. Rock runs across the island above Twentieth and Twenty- 
third streets. It is continuous rock whenever found, and all requires blasting. 

(Mr. Masten then described the streets occupied in New York by the present 
pneumatic-tube system, which data Mr. Brigham made note of.) 



PNEUMATIC-TUBE SERVICE FOB THE MAILS. 



117 



Conditions in Lexington and Third avenues. — Great deal of rock in Lexington 
avenue; Third avenue no better. Probably strike more pipes in Third avenue 
than in Lexington avenue. Crimmins Company built road in Lexington avenue. 
Conduits about 3 feet deep; manholes every 30 feet, about 6 feet deep. There 
is continuous rock all through Lexington avenue close to surface, and it is nec- 
essary to blast. Blasting would be very expensive work. Lexington avenue 
no more expensive than Amsterdam on account of more room to work and not 
so much obstruction. Not personally acquainted with Park avenue, but judge 
same conditions as Lexington avenue. Madison avenue, great deal of rock; 
some places rock filled sections. Madison avenue to One hundred and thirty- 
seventh street considerable rock on account of higher elevation. You will 
strike rock up to One hundred and second and One hundred and third streets, 
and then begin to lose rock (on Lexington avenue). Avenues east of Third 
avenue better, First and Second avenues being very low. Lexington avenue 
hardest for construction work ; Third avenue next, then Madison avenue. 

Q. Much difference on the route as laid out in regard to the cost of repav- 
ing? — A. There is great difference in certain sections of the city, even in the 
same classes of paving. Asphalt pavement in some places price is $2, whereas 
in other sections it is over $4. You have to pay the price to restore paving as 
originally laid during the continuance of the time of the original contract and 
at contract price. 

Q. What is granite pavement worth a yard? — A. There is a variation in both 
granite and concrete, and also in asphalt paving. For repaving granite mate- 
rial may be used over. Granite work is usually laid on a 6-inch base. Varia- 
tions in granite of from possibly $1 up to $2.75 or $3. Asphalt or creosote 
blocking may be used over again where not too much worn. 

Mr. Masten described where power plants would be required for new lines to 
be laid. Also what is required on turns — namely, 90 degrees on bends. Also 
stated that bends used were patented article. 

Mr. Brigham inquired whether pipes must be laid in concrete. Mr. Masten 
explained that it was not required. 

Mr. Masten explained about manholes and drips being required about 350 feet 
apart. 

Mr. Brigham stated that he could not at one time lay a 4-inch pipe on West 
Broadway between B^leecker and Grand streets at any depth on account of net- 
work of pipes, conduits, etc. 

Finally agreed that Crimmins Company would submit prices on the following 
basis (see sheet attached). 

Generally speaking, it is suggested that the estimate be presented somewhat 
as follows: 

1. Cost of constructing 8-inch pipe line per trench foot, complete, this includ- 
ing excavation, laying of pipe, and furnishing pipe properly bored and machined. 

2. Cost complete of projected 8-inch line from Station L at One hundred and 
twenty-fifth street and Lexington avenue to Station H at Forty-fifth street and 
Lexington avenue, with connections for Stations U, K, and Y at One hundred 
and third street and Third avenue, Eighty-eighth street and Third avenue, and 
Sixty-seventh street and Third avenue, respectively. Also including power 
plants at each station. 

Streets with asphalt pavements. 

ROUTE NO. 1. 



Paving 
guarantee 
expires— 



Mail street 

Park row 

Beckman, Park row to Nassau 

William street, Maiden lane to Liberty. , 

William street, Liberty to Cedar 

William street, Cedar to Pine 

Pine street, William to South 

William street, Pine to Wall 

William street, Wall to Beaver 

William street, Beaver to Stone 

Stone street, Broad to Wbiteall 

Whiteall street 

Bridge street 



Sicilian Co 

United States and Venezuela Co. 

U.S. W. P. Co 

Harlem Contracting Co , 

Hastings Co 

Sicilian Co 

Fruin-Bambrick Co 

B arber Co 

....do 

do 

Fruin-Bambrick Co 

U.S. W.P.Co 

....do 



$4.00 
3.63 
3.23 
3.80 
2.90 
4.00 
2.88 
4.00 
4.85 
3.55 
3.61 
3.84 
3.59 



C) 
Aug. 9,1910 
Nov. 13,1916 
Aug. 2,1912 
Sept. 3,1908 
Nov. 25,1912 , 
Nov. 16,1910 
May 1,1907 
Sept. 4,1905 
Nov. 23,1910 
Nov. 16,1910 
Apr. 1,1918 
May 29,1917 



Average. . 



3.80 



• No maintenance. 



118 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



Streets with asphalt pavements — Continued. 
ROUTE NO. 2. 



Street. 


Contractor. 


Rate. 


Paving 
guarantee 
expires— 






$4.00 
3.63 


(a) 
Aug. 9,1910 




United States and Venezuela Co . 






3.85 











ROUTE NO. 3. 



Mail street 

Park row to Bridge street 

Mulberry, Park row to Broome 

Mulberry, Broome to Bleecker street 

Lafayette place, Great Jones to Astor 

Astor place 

Fourth avenue, Astor to Sixth street 

Fourth avenue, Eighth to Twenty-fourth streets. 
Fourth avenue, Twenty-fourth to Thirty-second 

streets. 
Fourth avenue, Thirty-second to Thirty-third 

streets. 
Fourth avenue, Thirty-third to Thirty-fourth 

streets. 
Park avenue, intersection of Thirty-fourth street. 
Park avenue, Thirty-fourth to Fortieth streets. . 

Park avenue, Fortieth to Forty-first streets 

Park avenue, Forty-first to Forty-second streets 

Forty-second street 

Vanderbilt avenue 



Average. 



Sicilian Co 

United States and Venezuela Co. 

Atlantic 

Barber Co 

Sicilian Co 

Warren-Scharf Co 

Sicilian Co 

Uvalde Co 

Barber Co 



Interurban R. R. Co.. 
T. Hugh Boorman 



Barber Co 

....do ; 

....do ... 

Harlem Contracting Co. . 

Sicilian Co 

....do 



$4.00 
3.63 
3.18 
3.95 
2.50 
3.24 
2.50 
2.50 
2.50 



2.75 

3.29 
4.00 
2.18 
2.23 
3.00 
3.00 



3.05 



(a) 
Aug. 9,1910 
Aug. 19,1911 
Aug. 7, 1908 
May 10,1910 
Apr. 15,1915 
Aug. 15,1911 
Apr. 11,1910 
Nov. 17,1908 



Oct. 24,190C 

Oct. 31,1913 
Apr. 15,1905 
Nov. 22,1911 
Aug. 30,1911 
Oct. 6, 1910 
Aug. 14,1912 



ROUTE NO. 4. 



Mail street 

Broadway 

Park place 

University place . . . 

Broadway 

Seventeenth street . 



Average . 



Sicilian Co 

U. S. W. P. Co... 

...do 

Barber Co 

Mack Paving Co . 
Uvalde Co 



$4.00 
4.08 
3.63 
4.34 
6.30 
3.11 


4.25 



(o) 
June 2, 1916 
Nov. 2, 1916 
Apr. 15,1912 
Apr. 1,1916 
Oct. 22,1911 



ROUTE NO. 5. 



Seventeenth street to Sixth avenue 

Seventeenth street to Seventh avenue 

Seventh avenue to Twenty-third street 

Seventh avenue, Twenty-third to Thirty-first 
streets. 

Thirty-first street 

Sixth avenue to Thirty-third street 

Sixth avenue to Thirty-fifth street 

Thirty-fifth street, Sixth to Ninth avenues 

Thirty-sixth street 

Thirty-seventh street 

Thirty-eighth street 

Thirty-ninth street 

Fortieth street 

Forty-first street 

Forty-second street 

Forty-third street 

Forty-fourth street 

Forty-fifth street 

Forty-sixth street 

Forty-seventh street 

Forty-eighth street 

Forty-ninth street 

Fiftieth street 

Fifty-first street 

Eighth avenue 

No 



Barber Co 

do 

Warner, Quinlan Co. 
Barber Co 

Sicilian Co 

Atlantic Co 

Mack Paving Co 

Sicilian Co 

Uvalde Co 

Sicilian Co 

Uvalde Co 

Sicilian Co 

Fruin-Bambrick Co . . 

Sicilian Co 

Continental Co 

Uvalde Co 

Barber Co 

Uvalde Co 

do 

Barber Co 

Silician Co 

Atlantic Co 

Sicilian Co 

do 

Barber Co 

maintenance. 



$3.63 
3.23 
3.98 
3.95 

2.99 
3.57 
5.37 
2.99 
3.00 
3.00 
3.00 
2.94 
3.19 
2.94 
3.00 
3.00 
2.93 
3.00 
3.00 
2.65 
3.07 
3.12 
3.00 
3.09 
3.00 



Nov. 26,1905 
Nov. 6,1911 
June 20, 1912 
Apr. 15,1912 

Nov. 30,1912 
Nov. 19,1910 
Apr. 1,1916 
Oct. 14,1912 
Aug. 24,1908 
Oct. 11,1910 
Aug. 11,1909 
July 16.1912 
Apr. 15,1911 
July 28,1912 
Aug. 24,1908 
Sept. 1,1908 
Aug. 3,1911 
Sept. 10,1908 
Oct. 10,1908 
Aug. 19,1911 
Aug. 13,1913 
Apr. 15,1915 
Apr. 1,1908 
Aug. 27,1912 
Oct. 20,1911 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



119 



Streets with asphalt pavements — Continued. 
ROUTE NO. 5— Continued. 



Fift v-second street 

Fifty-third street 

Fifty-fourth street 

Fifty-fifth street 

Fifty-sixth street 

Fiftv-seventh street 

Tenth avenue, Fifty-eighth to Fifty-ninth 

Amsterdam avenue, Fifty-ninth to Sixtieth 
streets. 

Amsterdam avenue, Sixty-eighth to Sixty-ninth 
streets. 

Amsterdam avenue, Sixty-ninth to Seventy- 
first streets. 

Amsterdam avenue, intersection Seventy- 
second street. 

Amsterdam avenue, Seventy-second to Seventy- 
third streets. 

Amsterdam avenue, Seventy-third to Seventy- 
seventh streets. 

Amsterdam avenue, Seventy-seventh to 
SeVenty-eighth streets. 

Amsterdam avenue, Seventy -eighth to Eighty- 
fourth streets. 

Eighty-fourth street 

Amsterdam avenue to Eighty-sixth street 

Amsterdam avenue, Eighty-sixth to Nintieth 
streets. 

Amsterdam avenue, Ninety-third to Ninety- 
fourth streets. 

Amsterdam avenue, Ninety-sixth to Ninety- 
seventh streets. 

Amsterdam avenue, Ninety-ninth to One hun- 
dredth streets. 

Amsterdam avenue, One hundred and fourth 
to One hundred and fifth streets. 

One hundred and fifth street 

Manhattan street, One hundred and fifth to 
One hundred and sixth streets. 

Manhattan street, One hundred and sixth to 
One hundred and tenth streets. 

Manhattan street, One hundred and tenth to 
One hundred and sixteenth streets. 

Manhattan street, One hundred and sixteenth 
to One hundred and twentieth streets. 

Manhattan street, One hundred and twentieth 
to One hundred and twenty-fourth streets. 

One hundred and twenty-fourth street to 
Eighth avenue. 

One hundred and twenty-fourth street to 
Seventh avenue. 

One hundred and twenty-fourth street to Mount 
Morris. 

One hundred and twenty-fourth street to Fifth 
avenue. 

One hundred and twenty-fourth r street to Madi- 
son avenue. 

One hundred and twenty-fourth street to Park 
avenue. 

One hundred and twenty-fourth street to Lex- 
ington avenue. 

Lexington avenue to One hundred and twenty- 
fifth street. 



Average. 



Sicilian Co . 

....do 

....do 



Harlem Contracting Co.. 

— do 

Sicilian Co 



.do., 
.do.. 



Standard Co 

Asphalt Construction Co . 
....do 



Barber Co.. 
Sicilian Co. 



Warren-Scharf Co. 

Sicilian Co 

Barber Co 



Asphalt Construction Co . 
....do 



Barber Co.. 
....do 



Hastings Co. . 
do 



.do.. 



Uvalde Co 

Asphalt Construction Co. 
....do 



.do., 
.do.. 



....do 

Barber Co.. 
do 



..do.. 



Asphalt Construction Co. 
Barber Co 



3.09 
3.00 
3.00 
2.79 
2.10 
2.50 
3.66 

3.50 

3.50 

3.50 

2.74 

3.00 

3.00 

3.00 

3.00 

3.06 
3.00 
3.00 

3.00 

3.00 

3.00 

3.00 

2.39 
2.56 

3.13 

3.00 

3.00 

3.00 

3.00 

3.00 

2.86 

3.58 

3.01 

3.12 

3!"00 

3.00 



3.15 



Paving 
guarantee 
expires— 



Aug. 27,1912 

Aug. 4, 1912 

Do. 

Aug. 16,1910 
Aug. 29,1912 
Aug. 28,1912 
Nov. 5, 1907 

Nov. 6,1911 

Apr. 1, 1908 

July 9, 1909 

Sept. 14,1910 

Oct. 10,1911 

June 28,1911 

Oct. 10,1909 

Oct. 30,1912 

Apr. 15,1913 
Oct. 30,1912 
Oct. 10,1909 

Oct. 27,1907 

Oct. 5, 1912 

Oct. 10,1909 

Nov. 10,1907 

Nov. 26,1907 
June 2, 1909 

July 18,1901 

Nov. 9,1910 

July 31,1910 

May 12,1910 

Aug. 1, 1909 

Apr. 1, 1908 

May 24,1911 

July 31,1906 

Oct. 23,1912 

Oct. 12,1911 

Oct. 6, 1907 

Sept. 1,1908 



NEW LINES. 



Lexington avenue, One hundred and twenty- 
fifth to One hundred and nineteenth street. 

Lexington avenue, One hundred and nineteenth 
to One hundred and sixth street. 

Lexington avenue, One hundred and sixth to 
One hundred and fifth street. 

Lexington avenue, One hundred and fifth to 

, One hundred and third street. 



Barber Co.. 

....do 

....do 

....do 



$3.00 


Sept. 


1, 1908 


3.00 


Sept. 


12, 1909 


3.00 


Apr. 


1,1908 


3.00 


Sept. 


12, 1909 



120 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



Streets with asphalt pavements — Continued. 
NEW LINES— Continued. 



Paving 
guarantee 
expires — 



Lexington avenue, One hundred and first to 
Ninety-seventh streets. 

Lexington avenue, Ninety-sixth to Ninety-fifth 
street. 

Lexington avenue, Seventy-seventh to Seventy- 
sixth street. 

Lexington avenue, Seventy-sixth to Seventy- 
fifth street. 

Lexington avenue, Seventy-third to Seventy- 
second street. 

Lexington avenue, Sixty-ninth to Sixty-sixth 
street. 

Lexington avenue, Fifty-ninth to Forty-fifth 
street. 

One hundred and third street to Third avenue. . 

E ighty-eighth street to Third avenue 

Sixty-eighth street to Third avenue 



Atlantic Co 

Continental Co 

Sicilian Co..... 

Asphalt Construction Co. 
do 



Barber Co.. 
....do 



Asphalt Construction Co. 

Barber Co 

....do 



Average. 



Thirty-ninth street 
Thirty-ninth street, 
Thirty-ninth street, 
Thirty-ninth street, 
Thirty-ninth street, 
Thirty-ninth street, 
Thirty-ninth street, 
Thirty-ninth street, 
Thirty-ninth street, 
Lexington avenue, 
street. 



and Ninth avenue: 

, Ninth to Eighth avenue.... 

Eighth to Seventh avenue. . 

Seventh to Broadway 

Broadway to Sixth avenue, 

Sixth to Fifth avenue 

Fifth to Madison avenue. . . 

Madison to Park avenue... 

Park to Lexington avenue. . 
Forty-second to Forty-fifth 



Sicilian Co. 
Uvalde Co.. 
Sicilian Co. 
Barber Co.. 
Sicilian Co . 
Barber Co.. 

do 

....do 

do 



Average. 



Seventeenth street and Fifth avenue — Average 

Seventeenth street, Fifth to Sixth avenue 

Seventeenth street, Sixth to Seventh avenue. ... 

Seventh avenue , 

Thirteenth street, Seventh to Greenwich 



Barber Co 

do 

Warren-Quinlan Co . 
Sicilian Co 



3.00 

2.50 

3.00 

3.00 

3.00 

4.15 

4.15 

3.00 
3.00 
3.62 



2.94 
3.00 
3.12 

3.58 
3.47 



2.97 

4.15 



3.50 



3.50 
3.63 
3.23 
3.98 
3.00 



Nov. 30, 1902 

May 26,1909 

June 16,1910 

Aug. 23,1911 

Aug. 15,1911 

Apr. 15,1906 

Do. 

Sept. 9,1909 
July 11,1908 
Nov. 20,1906 



July 16,1912 
June 2, 1908 
Sept. 27, 1911 
Aug. 3,1910 
Aug. 21,1906 
Apr. 15,1911 
Nov. 30, 1909 
May 28,1912 
Apr. 15,1906 



Nov. 26, 1905 
Nov. 6,1911 
June 20,1912 
Aug. 4,1908 



3.35 



Office of R. D. Wood & Co., 
400 Chestnut Street, Philadelphia, October 27, 1908. 
H. S. Brigham, 

Engineer Thomas Crimmins Contracting Company, 

444 East Sixty-ninth Street, New York, N. Y, 

Dear Sir: The request contained in your esteemed favor of October 26 Is 
duly noted. The best we can do for you is to name the price per foot of the 
bored 8-inch pipe. It, after boring, weighs approximately 50 to 52 pounds a 
foot, but that which, of course, has to be cast of a much heavier weight and 
special iron bringing in extra costs above the normal cast-iron pipe. For esti- 
mating purppses it is safe to figure on $1.40 per foot f. o. b. our foundry, 
adding a freight of 9 cents per hundred for shipments to New York City in car- 
load lots. This figure is subject to fluctuations in the prices of pig iron, but 
we believe is within a proper limit, so that calculations may be based upon it. 

We regret our inability to give you prices on the bends and special pieces 
used in the construction of this work. Formerly we understand they were 
made of copper, but are now in cast iron and bored by special machinery. We 
also understand that the George V. Cresson Company, of Philadelphia, are in a 
position to do this work; but on our inquiring costs to-day we were told by 
them that unless detailed figures as to lengths and other specifications were 
given them they could not name us figures. 

We note you call for 6-foot lengths. If these are to be straight pipes of 
course they are merely sections of the 12-foot lengths and cost only the extra 
cost of cutting if they are to be plain pieces, some of them without bell. Such 
flange pipes as might be required not bored would cost approximately 1£ cents 
per pound, but the cost of boring would depend upon their length, as tools are 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 121 

fitted for boring only standard 12-foot lengths bell and spigot pipes, and boring 
of flange pieces would entail an extra arrangement. 

We trust this information will be satisfactory for your needs and will be 
pleased to hear from you in reply to this letter at your e* :ly convenience as to 
Just exactly what is going on in this connection, as we would be glad to take 
part in the work when it is ready for definite action. 
Yours, truly, 

R. D. Wood & Co., 
By E. F. Kbewson. 

350 Fulton Street, Brooklyn, N. Y., October 12, 1908. 
Hon. G. H. Roberts, 

Postmaster, Brooklyn, N. Y. 
Dear Sir : Complying with your request for an approximate estimate of the 
cost of installing an 8-inch pneumatic dispatch system under the same con- 
ditions and similar to that now existing in Brooklyn, I submit the following 
figures, based upon the present prices of labor and material : 

1 mile of 8-inch tube $42, 240. 00 

2 terminal equipments T 6,000.00 

1 power plant, exclusive of steam plant 6, 000. 00 

50 carriers 1, 000. 00 

55, 240. 00 
15 per cent incidentals and contingencies 8, 286, 00 



63, 526. 00 
A plant with a 3-inch tube will cost about 30 per cent less. 
It must be remembered that the cost will vary with the fluctuations in the 
price of materials and labor. 

Yours, very truly, A. T. Byrne. 



Interview held at New York, November 2, 1908, between Superintendent Bradley 
and Mr. A. T. Byrne, civil engineer and surveyor, 850 Fulton street, Brooklyn, 
also of the firm of M. d J. Dady, contractors; Postmaster Roberts, of Brook- 
lyn, and Assistant Superintendent Norris also present. 

Q. Will you state briefly the experience you have had that qualifies you to 
speak advisedly regarding the cost of pneumatic-tube installation? — A. As an 
engineer I had experience in laying water pipes in Brooklyn, which is similar 
to pneumatic-tube work, and I have investigated pneumatic service extensively 
both in Washington and Brooklyn, with the purpose of installing it, and while 
I have not installed any, I have large experience in pneumatic machinery, etc., 
both as to price and installation. 

Q. Do I understand that you submitted a formal bid to the department for 
proposed Washington tube service? — A. No; we did not submit it, but pre- 
pared it. 

Q. Are you able, offhand, to divide the item in your statement " cost of 1 mile 
of 8-inch tube" into its component parts? — A. Yes; as follows: 

Per foot. 

Tearing up and removing pavement $0.30 

Excavating . 30 

Pipe and lead for joints 4. 80 

Laying pipe (labor principally) 1.15 

Back filling . 15 

Repaving . 15 

Miscellaneous 1. 00 



7.85 

The last item ($1 per foot) includes contractor's profits, but no patent rights. 
It would be necessary to acquire patent rights for terminal equipment and 
carriers. 

Q. What kind of pavement do you deal with? — A. Most any kind — granite or 
asphalt. Necessary width of trenches for pneumatic work only about 4 feet 
wide. 



122 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Q. Do you think the above figures could be shaded any? — A. Not much. You 
might shade a little — possibly 50 cents. 

Q. Are you estimating not only for the pipe, but for the boring and ma- 
chinery? — A. Yes. 

Q. How much for the pipe per foot? — A. About $2. Contractor is required 
to stand loss for breakage. 

Q. We are told they have patents on the bends. At the beginning they used 
brass bends, but they were expensive, so that they are replaced with cast-iron 
bends of 90 and 45 degrees bend. Steel was also unsatisfactory. What is your 
opinion? — A. If cast-iron is satisfactory, steel would be more so. 
Q. Do you think it advisable to use pipe without boring? — A. Yes. 
Q. Suppose we had unbored pipe ; do you think the breakage on the carriers 
would mean a great amount of expense in that direction? — A. No, sir. 

Q. Your opinion is that unbored pipe might be used? — A. Yes, sir; you could 
easily take off 50 cents per foot on the unbored pipe over the bored pipe. 
. Q. What weight of pipe have you been figuring on? — A. About 700 pounds for 
12-foot lengths (about 60 pounds per foot). 

Q. Do you think that the patents as regards bends would prevent construc- 
tion? — A. No, sir. 

Q. Terminal equipment, $6,000; how are you able to estimate this? — A. The 
installing of that is really worth more than the material in it. 

Q. As regards patents, we would have to deal with royalties? — A. Yes; that 
would be additional. We would have to buy them from the patentees. 

Q. Has the United States Pneumatic Company a system of its own? — A. 
Oh, yes. 

Q. Is it independent? — A. Perfectly independent. 

Q. Is the company in a position to make a bid to the Government for this 
class of service? — A. Yes. 

Q. What would be the difference of price in installation by your company? — 
A. The difference is probably a little less under the vacuum system. Instead of 
compressing air we exhaust air. 

Q. Inasmuch as the pneumatic-tube system is being extended, and it is oper- 
ated in sections, from station to station, would there be anything to prevent the 
vacuum system from being put in for further extensions? — A. No; nothing at 
all. I will have my company make a proposition. 

Q. Have you made any calculation to indicate what probable cost of opera- 
tion per mile would be? — A. No; I have not. 

Q. You are interested in the other company? — A. Yes; but I am more inter- 
ested in construction work. 

Q. Has this other company laid any tubes as yet? — A. No; not as yet. If 
any other system was constructed by our company we would have to buy the 
patents for their system. We have our own patents for the vacuum system. 

Q. Would you have to get patents as regards carriers? — A. No; we use a dif- 
ferent carrier from the others. 

Q. How do they differ? — A. It is a rolling carrier, and has guiding wheels, 
thus getting rid of the boring of pipes. 

Q. Is your rate for laying tubes based on average condition of pavements in 
Brooklyn? — A. Yes, sir. 

Q. Could the Government save by establishing a unit price for contract work ; 
that is, if it contracted to have the tubes laid and fixed a unit price per trench 
foot, depending upon the class of pavement? — A. Yes; but the price would vary 
under different conditions. Also, the eight-hour labor law would come in. We 
figure on ten hours per day. 

Mr. Roberts. In case of purchase, would the Government have more difficulty 
in repairing breaks, etc., than the company? — A. There would be slight handi- 
cap there, but the company would take care of it for a certain number of years, 
say, five or ten years, as the case may be. For this the company would want 
additional compensation for ten years, say, about 8 cents per square yard. 

Mr. Byrnes. What is the rate for asphalt pavement per square yard? — A. 
It varies. It consists of two parts. The foundation is worth about $1 or $1 .25 
per square yard. The surface is not worth over 75 cents in Brooklyn ; in other 
places, $1 or $1.50. Normally, about $2.50 per square yard complete. 

Q. What other pavement do you encounter in Brooklyn? — A. Granite-block 
pavement, costing about $2.10 per square yard; but it is customary to use old 
material over again, in which event 30 cents per square yard would be a suf- 
ficient allowance for repaving. 

(Mr. Byrne explained that he was interested in the United States Pneumatic 
Tube Company, of 276 Broadway ; president, Mr. Hurlbutt. They had done no 



PNEUMATTC-TUBE SERVICE FOR THE MAILS. 123 

pneiimatic-tubo work as yet, but had been organized for several months. Mr. 
Byrne thought they would make a proposition to the Government for installing 
and operating a vacuum system.) 



United States Pneumatic Company, 
74 Broadway, New York City, November 23, 1908. 
Mr. V. J. Bradley, 

Chairman of Subcommittee, 

Investigating Pneumatic Tubes, 

3Jf6 Broadway, New York City. 
Dear Sir : Complying with your verbal request to Mr. A. T. Byrne and to 
Mr. C. H. Burton, we herewith hand you our proposition to build an 18-inch 
pneumatic tube line, between the general post-office and the Union Station at 
Washington, D. C, addressed to the Second Assistant Postmaster-General. 

We will be pleased to give any other information relating to our system 
or to the company. 



Very truly, yours, 



United States Pneumatic Company, 
John Henry Hurlbutt, 

Assistant Secretary. 



United States Pneumatic Company, 
74 Broadway, New York, November 23, 1908. 
Hon. Joseph Stewart, 

Second Assistant Postmaster-General, Washington, D. C. 

Sir : Complying with a verbal request of Mr. V. J. Bradley, of the local tube 
committee, we beg to submit the following proposition for the operation or sale 
of an 18-inch mail tube between the general post-office and the Union Station 
at Washington, D. C. 

We have selected the most direct route, namely, from the post-office, north 
along Eleventh street to B street, thence east through E street to a point in 
the Plaza opposite southeastern end of the station, making the distance about 
7,355 feet. 

Our tubing is standard cast-iron water pipe (not bored), laid and jointed 
in the usual manner, except that greater care is used in making the joints 
to secure an even inner surface where ends of tubes come together. These 
tubes are to be 18 inches inside diameter, and made of best quality of metal. 

The carriers are to be 36 or 38 inches long, inside measurement, and 17 
inches inside diameter. 

Our terminals and carriers are to be built under patents owned and con- 
trolled by the United States Pneumatic Company, and copies of which, together 
with a map of the route, are herewith submitted. 

The charge for power is based on standard contract price per kilowatt hour, 
but if the Government should furnish the power the price for that item would 
be materially reduced. 

The cost of operation would be further reduced if the Government furnished 
the operators, because tubes of the size named would be in operation only at 
stated periods, for the sending of mail at regular train arrivals or departures, 
and the operators could be otherwise employed and only a portion of the time 
of these men would be chargeable against the tubes. 

Our system is operated by the vacuum principle, and, therefore, uses less 
.power, and the lines are free from moisture, which is a decided advantage 
over compressed-air systems. 

We propose to install the complete doube line between the points named and 
lease the same, subject to regulations governing pneumatic-tube service, and 
to furnish such bonds as may be required by the Government, for the sum of 
$22,500 per annum for a period of five years or more. 

We also propose to make a complete installation of this system as above 
outlined and sell to the Government for the net sum of $225,000. 

We do not limit ourselves to an 18-inch tube, but are ready and willing to 
substantially increase or decrease the size mentioned above, and we are also 
ready to bid on the construction of mail-tube systems in any city where the 
Government may plan to adopt pneumatic-tube service for the handling of 
the United States mails. 



124 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



We are about to build in Washington, D. C, an 18-inch diameter tube to 
demonstrate the practical operation of a tube of size named, and expect to 
have same ready for your inspection within a few weeks. 
Very respectfully, 

United States Pneumatic Company, 
John Heney Huelbutt, 

Assistant Secretary. 







lu 



'X9 lOXtdUQ 



o 



L /M _L33Uj.S<&H 



Bt 



It' 



iKl 



P 

I. • r— 
1? 



X 
<£ X 

„ 



£ 



p 



® 






ui r. 



Note. — Attached to the original letters from the United States Pneumatic 
Company are copies of specifications of letters patent No. 847233 and No. 
847234, dated March 12, 1907. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 125 



General Electric Company, 
New York Office, 80 Church Street, October 26, 1908. 
United States Railway Mail Service, 

846 Broadway, Neic York City. 
Attention of Mr. V. J. Bradley, Superintendent. 
Dear Sirs : Referring to your inquiry regarding motors for driving air com- 
pressors, which we understand are to be direct-current, 220 volts, we give you 
below close approximate prices covering belted motors with pulleys, bases, and 
rheostats f. o. b. our factory. These motors are suitable for driving the ordi- 
nary compressors. 

25-horsepower, 635 revolutions per minute, motor $446 

35-horsepower, 610 revolutions per minute, motor 509 

50-horsepower, 560 revolutions per minute, motor 680 

65-horsepower, 540 revolutions per minute, motor 820 

90-horsepower, 470 revolutions per minute, motor 1, 050 

120-horsepower, 500 revolutions per minute, motor 1, 540 

These motors are all designed to carry their full loads continuously, without 
injurious heating, and 25 per cent overload for two hours. 
Trusting that this covers your requirements, we remain, 
Yours, truly, 

General Electric Company. 
By Lewis F. Burrough. 

New York, November 7, 1908. 
Postal- Service Commission, 

Mr. V. J. Bradley, Chairman, 

846 Broadway, New York City. 
Dear Sir: We inclose herewith report regarding the three different prob- 
lems submitted to the writer for the postal pneumatic tube service. We have 
made you as close estimates as was possible under the conditions, and believe 
the prices, weights, and floor space will be amply close for your present pur- 
poses. Should you, however, desire to have these exact, we would take pleas- 
ure in getting blueprints of the proper motors and make up combined drawings 
so that your information would be exact. 

It may be that on the If and half-mile lines you would prefer to have the 
same design of machine as is used on the 2£ mile; but unless there is some 
intention of making these outfits interchangeable in their parts, or cross-con- 
nected, so that any one can assume the service of the other, a condition which 
would need the maximum size motor, we do not see the advantage of having 
them all alike ; in fact, there seems to be a decided disadvantage, and the log- 
ical method would be to have each machine and motor proportioned for the 
work it is to do, thereby gaining the maximum efficiency for each individual 
installation. 

Should there be any further questions which your commission would like to 
have answered, or anything that is not clearly understood, kindly advise and 
we will endeavor to place it before you so that there shall be absolutely no 
misunderstanding on the subject. 
Appreciating the courtesies offered the writer by the commission, we are, 
Yours, truly, 

P. H. & F. M. Roots Company, 
Per Geo. C. Hick, Jr., Engineer. 

New York, November 7, 1908. 
Postal Service Commission, 

Mr. V. J. Bradley, Chairman, 

846 Broadway, New York City. 
Dear Sir: In accordance with our promise, we herewith submit our recom- 
mendations for blowers and motors to accomplish the work of pneumatic-tube 
service carriers under problems Nos. 1, 2, and 3 : 

Problem No. 1. 

Line, 2\ miles long; size of tube, 8 inches; number of carriers, 4 per minute; 
weight of carrier, 25 pounds, loaded; speed of carrier, 30 miles per hour. 



126 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



Using a safe coefficient of friction of 0.5, each carrier requires 
25 X. 5 12* oK 
sq. inarea := 50" = - 25 P ound ' 
the differential pressure between any two carriers. 
Eight-inch diameter equals 50 square inches area. 

In a line 2\ miles long there would be 20 carriers at any one time, figured as 
follows : 

Velocity one-half mile a minute takes five minutes to traverse 1\ miles, and 
4 carriers per minute equals 20 carriers; each one 0.25 pound differential makes 
a total of 5 pounds. 

To obtain a velocity of 2,640 feet per minute through an 8-inch pipe requires 

2640 X 8" diameter X .7854 M 

j^ = 917 cubic feet per minute. This amount of air 

through an 8-inch pipe 2£ miles long consumes 4 pounds, making a total loss 
of 9 pounds, which must be the initial pressure at the machine. 

To give a net delivery of 917 cubic feet, the machine requires a gross dis- 
placement of 1,200 cubic feet and consumes 52 horsepower. To take care of 
tight carriers and other contingencies a 60-horsepower motor having a speed 
variation of from 300 to 350 revolutions and a maximum output of 73 horse- 
power would be proper. 

Floor space required, 10 feet long and 5 feet wide. 





Approximate 
price. 


Weight. 




81,000 

1,000 

50 


Pounds. 
8,000 




10,000 
500 








\ 


2, 050 


18, 500 



Problem No. 2. 

Line, If miles ; size of tube, 8 inches ; number of carriers, 4 per minute ; 
weight of carrier, 25 pounds, loaded ; speed of carrier, 30 miles per hour. 

Figuring as before, If miles allows 13 to 14 carriers at any one time at a 
0.25-pound differential, making 3* pounds total pressure; loss of pressure in 
8,800 feet of 8-inch pipe, 3£ pounds ; total pressure at machine, 7 pounds. 

Horsepower required, 38 per minute, with same overload allowance as before 
and same speed variation. 

Floor space required, 8 feet long by 4J feet wide. 





Approximate 
price. 


Weight. 




$800 
825 
50 


Pounds. 
6,000 
8,000 
500 




Muffler .. 








1,675 


14,500 



Problem No. 3. 



Line one-half mile long; size of tube, 8 inches; number of carriers, 4 per 
minute; weight of carrier, 25 pounds, loaded; speed of carrier, 30 miles per 
hour. 

Number of carriers in tube at any instant equals 4 ; at 0.25 pound per carrier 
this equals 1 pound pressure per square inch. Loss of pressure in one-half mile 
of 8-inch pipe, velocity 2,640 feet per minute, 1£ pounds; total, 2£ pounds at 
blower. 

Horsepower required, 15 per minute, with same overload allowance as before 
and same speed variation. 

Floor space, 8 feet long by 4 feet wide. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 



127 





Approximate 

price. 


Weight. 




$500 
750 
50 


Pounds. 
5,000 
7,000 
500 




Muffler 








1,300 


12,500 



Respectfully submitted. 



P. H. & F. M. Roots Company, 
Per Geo. C. Hicks, Jr. 



P. S. — In case it was desired to operate these tubes with a vacuum instead 
of pressure, the increased power consumption would amount to about 5 per cent 
on the one-half-mile line, 10 to 12 per cent on the l§-mile line, and 20 per cent on 
the 2A-mile line. The additional cost would not be very great, probably nothing 
on the one-half-mile line and not over 10 per cent on the other two. 



Philadelphia, Pa., October 



1908. 



HEARING of subcommittee, pneumatic-tube investigation. 

Present: Messrs. Bradley, Masten, Norris; and as witnesses, W. S. P. 
Shields, general contractor, 605-606 Witherspoon Building, Philadelphia, and 
Henry Birkinbine. hydraulic engineer, same address. 

Mr. Bradley. Mr. Shields, will you please state briefly your experience in 
the work of excavating street openings which enables you to speak adviseldy 
before this committee? 

Mr. Shields. Experience of fifteen years in Brooklyn, N. Y. ; Philadelphia, 
Baltimore. Washington, St. Louis, and other cities. 

(Question repeated to Mr. Birkinbine.) 

Mr. Birkinbine. I have built waterworks and gas works in various parts of 
this country for the last thirty-five years; digging up streets, laying pipes, re- 
paving, etc. I have done w r ork as far north as Montana and as far south as 
Arizona. 

Mr. Bradley. Now, Mr. Masten, will you take up the question of the local 
conditions? 

Mr. Masten. Mr. Shields, as Mr. Bradley has stated, the inquiry is relative 
to the purchase of the present system of pneumatic tubes, and on that question 
we are dealing with the owners. The law also provides that we shall ascer- 
tain the cost of installing and operating the pneumatic tube, for the information 
of Congress, with the supposition that the Government would go into the mat- 
ter of building and operating pneumatic tubes or in case Congress should 
authorize the purchase of same. The present pneumatic-tube lines are laid 
from the post-office in three different directions, viz, east on Chestnut street 
to what is known as the Bourse Station, and from the post-office to the small 
street in the rear and on Tenth street, where one line goes out Filbert street, 
the other up Tenth to Tenth and Columbia avenue, another line running 
through Filbert street to Broad Street Station, and from there up Nineteenth 
street to Station C, Nineteenth and Oxford streets. Another line running south 
on Tenth street to Southwark Station, Tenth and Washington aveune. thence 
out Carpenter street to Station D (southwest), Eighteenth and Christian 
streets. Taking that section as a representative section, and the streets named 
as representative as far as cost of building a pneumatic-tube line, could you 
separate the cost of such construction into items such as excavating trench, 
laying pipe, refilling, repaving, and putting the street back into proper con- 
dition ? 

Mr. Shields. That is, take up the whole system and give full cost? Yes; I 
think we can get at the actual cost ; but as to an estimate, I could not give 
that offhand. I could give the cost of excavating now. As to the cost of the 
pipe, if they use a cast-iron pipe bored out, I know what that pipe costs, and I 



128 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

would figure as to what the boring would cost. I know what the laying 
would cost and the cost of digging up the street and restoring same. 

Mr. Masten. Could these charges be separated and itemized? 

Mr. Birkinbine. I should say that, in order to avoid any misunderstanding, 
each item of cost should be fully explained. I would be very much pleased 
if Mr. Shields would go to work and make an estimate on this matter. 

Mr. Shields. What you want is the average cost of each of these streets. 
You know in the city we meet obstructions such as gas pipes, water pipes, drain- 
pipes, etc. In the country we could dig and lay pipe for 15 cents per foot, while 
it would cost 55 cents a foot to come out Chestnut street and do the same work. 

Mr. Masten. You are pretty well acquainted with this character of work; I 
might mention, however, that these tubes are laid in pairs, or double, for a 
line working in each direction. It is usual to lay them together in the same 
trench. 

Mr. Bradley. What would the expense be by the foot — that is, the running 
or linear foot — regardless of width? 

Mr. Shields. Special casing would increase the cost some little ; for instance, 
we pay 3£ cents per pound for them and they are 3 feet long. That will be all 
covered in our omissions. 

Mr. Bradley. What do you know about Kalamine tubing? 

Mr. Birkinbine. Kalamine pipe is made at McKeesport, Pa. I have laid it in 
Council Bluffs, Iowa, South Bend, Ind., Lincoln, Nebr., Omaha, Nebr., Helena, 
Mont., and my son is now laying it at Haines, Alaska, for supplying water 
to the fort — 8,000 feet of pipe to supply Fort William H. Seward. It is used for 
water supply at Lincoln, Nebr., where it was put down in 1882 and has been 
in use ever since. My reports are that it is still in good condition. The pipe at 
South Bend, Ind., is placed in salt soil; this pipe is all right yet, although it 
was put down in 1873. 

Mr. Masten. What is the character of the pipe? 

Mr. Birkinbine. It is a steel or wrought-iron pipe covered with lead. 

Mr. Masten. Is the interior smooth? 

Mr. Birkinbine. Yes; it is as smooth as can be. 

Mr. Bradley. Is the use of it and is its life much prolonged by the cover? 

Mr. Birkinbine. I should think so; for that is the salvation of wrought-iron 
pipe. I have laid these pipes in a salt creek near Lincoln, Nebr., where they 
have stood the salt for years. There is about 43 pounds pressure on it all the 
time. This is a very high pressure. The pipe is not heavy; you and I could 
take up 20 or 25 feet of that pipe and carry it. We can make any kind of curve 
in it ; we can fill it full of sand and make any bend you want, same as they bend 
rails. 

Mr. Masten. Could it be used with cast-iron pipe to go around street corners? 

Mr. Birkinbine. Yes; it could. No trouble about that. 

Mr. Bradley. What about steel pipes? 

Mr. Birkinbine. Steel, of course, is in its infancy. We have adopted steel in 
my lifetime, and we do not know how long it will last; it is, of course, an 
experiment. 

Mr. Bradley. Can you state approximately what would be the average cost 
of laying pipe for pneumatic-tube service, including all expenses? 

Mr. Birkinbine. I think I can state approximately ; it would be about as 
follows (for 6-inch tube) : 

40 pounds iron, at 1£ cents $0. 60 

£ pound lead, at 6 cents .04 

Jute . 01 

Handling and fuel .01 

Boring pipe . 50 

Excavations, back filling, and paving .33 

Supervision . 02 

Extras . 01 

1.52 
Omissions, 10 per cent .15 



1.67 



For a double 6-inch line the total cost would be about $3.04 per foot. 
For an 8-inch line the cost would be approximately as follows: 60 pounds 
of iron in lieu of 40 pounds; nine-tenths of a pound of lead in lieu of three- 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 129 

fourths of a pound; boring, about one-third more, or 66 cents; extras, about 
li cents in lieu of 1 cent— making about $1.99 for a single line, or $3.98 for a 
double line of 8-inch pipes. 

To the above figures might be added 15 per cent to cover contractor's profit, 
and the outside cost is ascertained. 

This would be taking chances of difficulties that would be encountered in the 
city of Philadelphia, except crossing rivers and streams. In Philadelphia 
practically no rock is found in such excavations as we have been figuring on. 

Mr. Bradley. Would it be of advantage to the Government to have a sliding 
scale of units in consideration of the different pavements encountered — that 
is, would there be any economy? 

Mr. Birkinbine. The price we have given you is $2 per yard. If it is brick, 
we can use the bricks: any pavement, except asphalt, we can put back. 

Mr. Bradley. Mr. Shields, would there by any advantage to the Govern- 
ment in contracting for this work piecemeal, or would it be better to give the 
entire work to one contractor? 

Mr. Shields. Yes; in my judgment the only way and the more economical 
way would be for the Government to select a reliable man whom they are 
satisfied will do the work properly, allow him to make all purchases — the 
machinery and the different materials used; submitting all contracts to the 
officer designated, as well as all proposals for labor, and would suggest that 
an inspector and a timekeeper be placed upon the work, that there should be 
no question as to the number of men employed and the number of hours that 
they work. By doing the work in this manner, with one contractor, a saving 
could be made to the Government of from 10 to 20 per cent. 

Mr. Masten. Are the rules and regulations of the department of highways 
dated November 8, 1906, still in force in relation to laying of conduits, man- 
holes, and the laying of pipes? 

Mr. Shields. Yes. 

Mr. Bradley. In case of making a contract like that, Mr. Shields, what is 
the usual amount of bond? 

Mr. Shields. The usual amount would be the amount of pay roll ; or the con- 
tractor might give any required sum up to $100,000 or even more, if he has 
credit with a trust company. 

Mr. Bradley. The amount of bond for government work is double the amount 
of contract. What would the cost of such bond be? 

Mr. Shields. I have paid one-quarter of 1 per cent; but they are going to 
charge one-half per cent in future. In the municipal work in the city of Phila- 
delphia the bond required is one-half the amount of the contract price, and the 
city also requires a contractor to give bond for the payment of his debts. 

Mr. Bradley. Is it required that a bond be given indemnifying employees in 
case of injury? 

Mr. Shields. The city relieves itself of that in its contract. 

Mr. Bradley. Is it customary for principals to require that bond be given 
indemnifying on account of claims for injury? 

Mr. Shields. Yes, it is done ; and it is a prudent thing to do. 

Mr. Bradley. Is the interest on them expensive? 

Mr. Shields. Yes; quite. 

Mr. Bradley. What is the usual premium paid on a bond of this character? 

Mr. Shields. About one-quarter to one-half per cent of the amount of pay 
roll. 

Mr. Bradley. That includes indemnification as to insuring employees or the 
public? 

Mr. Shields. The contractor is absolutely relieved of any responsibility 
whatever. 

Mr. Bradley. Is the cost of excavation or laying of pipe or work of that 
character more expensive now than it was eight years ago? 

Mr. Shields. Under the present labor conditions and markets of iron, it 
would be no more expensive. 

Mr. Bradley. Would $4 per foot for a double 8-inch line be a fair price for 
the work, or should we count on a lower rate? 

Mr. Shields. I rather think that at the time this work was done it was a 
little higher than it is to-day; I would safely say that instead of 1£ it is lf% 
now. 

H. Doc. 1220, 60-2 9 



130 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

The Pennsylvania Railroad Company, 

Philadelphia, November 18, 1908. 
Mr. V. J. Bradley, 

Superintendent Post-Office Department, 

Division of Railway Mail Service, New York City. 
Dear Sir: Your letter of the 10th instant to Mr. C. M. Shaeffer, S. P. T., 
regarding rates on iron pipe from Philadelphia, Pa., has been referred to this 
office for reply. 

The present rates on cast or wrought iron pipe, in carloads, from Philadel- 
phia, Pa., to Boston, Mass., 13£ cents; New York City, Pennsylvania Railroad, 
9 cents ; Chicago, 111., 28 cents ; and to St. Louis, Mo., 33 cents per 100 pounds. 

Minimum carload weight on cast-iron pipe 30,000 pounds, and on wrought- 
iron pipe 36,000 pounds. 

Yours, truly, Robt. C. Wright, 

General Freight Agent. 



Hearings in Chicago, October 10, 1908. 

Mr. Bradley. Congress at its last session included a clause in the post-office 
appropriation bill authorizing and directing the Postmaster-General to investi- 
gate and report to Congress as to the feasibility and desirability of the Govern- 
ment's purchasing or installing the equipment for pneumatic-tube service, and 
thereafter operating the same; also the approximate cost of purchasing or 
installation. 

Q. Please state your name and office address. — A. William H. Lyman, 1409 
Ashland block. 

Q. State briefly your experience in making underground excavations and in 
general contracting which enables you to reply to questions on this subject. — A. 
We have taken underground construction for the Chicago Telephone Company, 
the Commonwealth Edison Company, and the city of Chicago, covering a period 
of eighteen years. 

Mr. Masten : 

Q. You made some figures on the laying of the pneumatic tube mentioned at 
the time they were arranging for the contract? — A. I did. 

Q. To the Government? — A. Yes, sir. 

Q. I presume in a general way the points in the city which are connected, or 
it is desired to connect by pneumatic tube, is understood; I will state them, 
however. The contract governing the pneumatic-tube service between the gen- 
eral post-office and the Union Depot, going by way of Custom-House place, Har- 
rison street, Sherman street, up to the middle of the La Salle Street Station? — 
A. Yes, sir. 

Q. And returning to Harrison street to the Edison tunnel under the Chicago 
River and along Canal street to the Union Depot; next line from the general 
post-office by Dearborn street, Mod roe street, along the park on Michigan 
avenue to the old temporary post-office opposite Washington street, Michigan 
avenue to Randolph street, Randolph street to Dearborn, to the alley beween 
Randolph and Lake, then to La Salle, up La Salle, under the river through the 
old street railroad tunnel, and North Water street to the Northwestern Depot in 
the building at Kinzie and Orleans streets; a third line from the general post- 
office through Quincy street, State street, to Congress, Congress below Alley L 
to Twelfth street and into the Illinois Central Depot, near the old Express 
building, from there down Indiana avenue to. Twenty-second street, on down 
Indiana avenue to Thirty-first street, through Thirty-first street to Alley L, down 
Alley L to Thirty-third and Dearborn streets, south to Root street, through Root 
to Halsted, and Halsted to the Stock Yards post-office at Forty-second street. 
The specifications for locating the pneumatic tubes are not prepared by the 
Post-Office Department, but the general description of the route is agreed upon, 
and the tube companies prepare their specifications so as to secure a very cor- 
rectly laid double pipe, and usually lay them — in fact, must lay them — below 
the frost line, the depth depending somewhat upon the paving; if asphalt, not 
quite so deep as with macadam or wooden blocks. The tubes are about 10 
inches outside, and are located side by side except past some obstruction, where 
they vary one above the other. The length of pipes are about 12 feet, and each 
joints must be yarned and sealed to make it tight, and have to be mandreled to 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 131 

show a smooth joint for the passage of the carriers. With this general state- 
ment, would you state what difference there would be in the cost of laying pipes 
in the different streets that we have mentioned and in the different localities? — 
A. Well, I think perhaps you want an estimate on where you are going to lay 
them. 

Q. It is a fact, and I think we might have stated it previously, that the 
Post-Office Department in making this investigation direct to the committee to 
ascertain the cost of installation and operation, as well as the cost of the present 
lines, and there being a contract for pneumatic-tube mail service already let 
which is not completed, there is still about 9 miles to be finished in Chicago, 
and it is possible that the investigation should ascertain the approximate cost 
of laying these 9 additional miles and in that way have some attractive interest 
for the contractor. — A. I would be willing to make an estimate and give you 
gentlemen my estimate of what the work would cost if I knew the location and 
had an opportunity of going over the territory. It differs greatly; you take 
the downtown district, for instance. There are so many through pipes, con- 
duits, etc., in the ground that it has a great bearing upon the cost and also 
upon the character of the pavement. It is cheaper to do work in the cedar 
block pavement than the granite, brick, or asphalt pavement. Another point. 
The contractor guarantees the pavement of a street perhaps for two, five, and 
ten years in some cases and the city holds the contractor responsible for that 
street during that period. If I find that the street is under the control of some 
contractor who has given a bond and a guaranty to maintain the street for a 
number of years, then I would be obliged to go to that contractor and make 
terms with him. The city in some cases has inserted a clause whereby they are 
to charge so much where the street would be turned up by some outside con- 
tractor. In some cases they charge $5 a square yard; in some cases $3 for 
asphalt pavement. 

Q. Is $3 about the usual charge? — A. Three dollars is now about the usual 
charge. That money must be paid to the contractor because he is to maintain 
that street for a number of years and the contractor of the tube would have to 
make arrangements that any new work that you might do might be considered 
in that connection — he would have to know what is would cost to $o that work, 
as it might make a great deal of difference. 

Mr. Bradley. How about the maximum and minimum estimates? Could not 
Mr. Lyman indicate what would be the maximum and minimum cost approxi- 
mately of digging the trench, finding the general dimensions, etc.? — A. It varies 
so much. It must cost two or three times as much on one street as on another. 
The cost of digging the trench is not as important as tJ^ conditions under 
which you dig the trench. 

Mr. Masten. The additional tube lines that are under contract will extend 
from the limits of the present lines, one extending along Madison street from 
the union depot to Center avenue, and Station D at or near Hoyne avenue, 
south from there along to what we call Douglas Park post-office, about Twelfth 
and Western avenue. Another line from the union depot down Canal street 
and along Blue Island avenue and Pilsen post-office. The third line from Sta- 
tion C, from Center avenue north near the Carpenter street post-office. — A. It 
would be impossible for a new contractor to make an intelligent estimate of 
the cost of the work without going over the ground and knowing just what 
you want. I would have to go over the ground and find out what is wanted. 
You can do work for one-third or one-fourth as much on one street as on 
another. 

Q. Madison street is asphalt pavement, and the districts named would be 
about the highest, or maximum? — A. Madison street would be a costly street 
because there are so many pipes there now. Madison street is a street that is 
a main artery. It has been used by telephone companies, the Edison Company, 
and every other company. 

Mr. Noeris. Do you strike much rock in excavations in Chicago? — A. Very 
little. Take the district on Western near Chicago avenue and you will strike 
rock almost on the surface. There is a district around South Halsted and 
Twenty-sixth streets where you strike rock within 5 or 6 feet of the surface. 

Mr. Masten. How much difference would the cost be to follow the alleyway 
between Madison and Washington streets on the West Side, say from Center 
street as far as Western avenue? — A. It would reduce the cost perhaps one- 
third ; that is, outside the cost of the pipe ; I mean actual work connected with 



132 PNEUMATIC -TUBE SERVICE FOR THE MAILS. 

it; outside the original cost it could be reduced about one-third by taking the 
alley. 

Q. Could the Post-Office Department make specifications that call for pro- 
posals to excavate by the cubic yard and get a price separately? — A. I think so; 
that would be fair. 

Q. Pipe laying separate? — A. I guess so. 

Q. What would be the maximum and minimum cost of trench work to the 
depth of 4£ feet? — A. I can't answer that question just now without looking 
over such notes as possible. It would be fair to bid that way — to bid where 
it is asphalt — so much a cubic yard or foot, cedar block and granite block, and 
where there is no pavement. 

Q. A contractor can make the price of, say, $3 a square yard for resurfacing 
asphalt; with Belgian block, $2.50, etc. — A. Yes, sir. If you wanted to bid, a 
contractor could give you so much a cubic yard or foot, including the pavement. 
It would be a simple proposition to go over the ground and find out the condi- 
tions. I would look over the piece of work and figure so much a cubic foot and 
bo much a cubic yard. I would take my chances on that and figure that. I 
would excavate, including all permanent pavement, regardless of obstructions, 
etc. I would do that work complete, permanent paving and all. Very often 
corporations let the work to one contractor who does all the underground work, 
and then they have another contractor to do the paving, but the best way to do 
it would be to call for bids for estimates, so much a cubic yard, including all the 
cost. 

Mr. Bradley. Do you think, Mr. Lyman, that it would be preferable for a 
contract to be made which would include not merely the trench work and the 
relaying of the pavement, but also the laying of the pipe and the maintenance of 
the entire tube line, including repaving, as against any irregularities or defects 
in the construction of the line, but not as against any irregularities arising from 
the operation of the line? 

A. I think that would be the best way to have the work, for various reasons. 
You might have one contractor who might take the contract to lay the tube and 
another to do the work of excavating and another contractor to do the paving. 
There would be question as to the responsibility in this case. If you held one 
contractor to all of the construction, and held him responsible for the construc- 
tion of the work, it would be more satisfactory, to my mind, than to have two or 
three contractors. In this case one will place the blame on the other, and so 
the contractor for the excavations will say he did his work right, the con- 
tractor for the pavement will say it was not placed right, etc. If there should 
be a settlement of the pavement, I might want you to repave it. If you had one 
contractor do the entire work, you can hold him responsible. 

Q. Congress, in directing this inquiry, has made no special appropriation for 
the purpose, and we therefore have not the opportunity of employing experts or 
to reimburse witnesses for any time they devote to this subject. — A, Notwith- 
standing that, I will be very glad to prepare an estimate in the course of a few 
days showing the varying average price per linear foot for work of this char- 
acter and send it to you. 

Mr. Masten. To what extent is the contracting now followed on the basis of 
cost and a percentage to the contractor? 

A. Ninety per cent of the work done is done by actual bidding without per- 
centage. 

Q. What is the usual bond — what percentage of the contract is the usual bond 
given for to guarantee the performance of the construction work on the part of 
the contractor? — A. The bond is about one-half of the amount of the contract, 
and the cost of the bond from the surety company is about 1 per cent of the bond 
based on the amount of the bond, and a surety-company bond is always required. 

Mr. Lyman. Another requirement of the contractor now is an accident policy 
protecting the workmen engaged in the work and another policy protecting the 
public against damages or accidents arising from the work on the streets. The 
cost of these bonds is based on the amount of the pay roll. The premium on the 
employee's-liability bond is about 4 per cent of the pay roll, and the premium 
on the bond protecting the public is 2 per cent of the pay roll. The protection 
to the contractor under either of these bonds is a maximum of $10,000 in any one 
accident or death. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 133 

Office of James Lyman & Co., 

Chicago, October 15, 1908. 
Joseph Stewart, Esq., 

Second Assistant Postmaster-General, 

Washington, D. C. 
Honorable Sir: In accordance with an agreement made with Mr. Bradley, 
Mr. Norris, and Mr. Masten, members of the commission on pneumatic-tube 
service, we hereby submit to your honorable commission an estimate for install- 
ing a pneumatic-tube system in Chicago. 

Our figures include the furnishing and laying of two pneumatic tubes and 
excavations for same, the removal of all surplus material, and the permanent 
repaving of the trench, for the following prices : 

Asphalt pavement, per trench foot, complete $5. 25 

Granite pavement, per trench foot, complete 5.00 

Brick pavement, per trench foot, complete 5.00 

Macadam pavement, per trench foot, complete 4.35 

Cedar block pavement, per trench foot, complete 4.35 

Unimproved streets, per trench foot, complete 4. 00 

Very respectfully, 

James Lyman & Co. 



Hearings at St. Louis, Mo., October 12, 1908. 

Mr. Bradley and Mr. Masten present as representing the subcommittee and 
Mr. R. S. Colnon, general contractor, 615 Merchants-Laclede Building, as volun- 
tary witness. 

Mr. Bradley read the law directing the inquiry and explained the lack of 
appropriation or opportunities for reimbursing experts or witnesses. 

Mr. Bradley. Will Mr. Colnon state in a few words the experience he has 
had in this line of business that enables him to speak advisedly. 

Answer. I am an engineer and have contracting mostly in city work in St. 
Louis for about fifteen years now. I have never laid any pneumatic tubes, but 
have done similar underground work in the shape of conduits for telephones 
and electric-wire-using companies and water pipe and gas pipe. 

Mr. Masten. At the present time the pneumatic-tube mail service in opera- 
tion in St. Louis consists of two lines of 8-inch tube, extending one to the union 
station from the main office and the other to what we know as Bridge Station, a 
postal station at the western end of Eads Bridge, and supplying the financial 
and banking district on Third street, north and south from that point. These 
tubes are laid, the first one through Ninth street and Pine, Ninth up Market 
and Nineteenth to about the center line of the union-depot shed, and then across 
the shed and into the postal station on Eighteenth street, almost opposite Clark. 
The other line extends from the main office through Ninth street to Washington 
avenue and down Washington avenue to the bridge entrance to the branch post- 
office located alongside the bridge. The tube lines are constructed of iron pipe, 
and the interior is bored out so as to get an absolutely smooth interior. The 
carriers containing the mail are made of steel, about 30 inches in length, and 
have bearing bands at each end, or near the end, that fit the interior of the tube 
smoothly. They are moved by air pressure from a pumping plant situated in 
the post-office building, in the basement. It is necessary, in order to get these 
long cartridges, you may call them, through, and at a fast rate of speed, to have 
the line laid very perfectly, very correctly, and about 4* feet, or a depth suffi- 
cient to get below the frost line. The trench must be wide enough to permit 
the two tubes to be laid alongside, in order to get the best foundation for them, 
and the clearing of obstructions is rather a difficult one, but by the use of a 
reducer length of pipe they are able to avoid obstructions and still not allow a 
kink to remain in the line and prevent the passage of carriers. Otherwise the, 
street work, the trench, paving, and all that, is similar to other pipe con- 
struction. 

In your opinion, would a trench of, say, 2 feet or 26 inches in width and 4$ 
feet in depth over the route just described vary much in cost over any part of it? 

Answer. No ; I should say not. I should say that that would not be a diffi- 
cult location to lay that kind of pipe. 

Mr. Masten. At the depth described? 

Answer. Yes, sir. 



134 PNEUMATIC-TUBE SEKVICE FOR THE MAILS. 

Mr. Masten. And that the cost of trench work and paving would not vary 
much? 

Answer. It would not vary much. I think that section is all paved, or most 
of it paved, with granite. 

Mr. Bradley. What would be a fair cost for relaying granite pavement, Mr. 
Colnon? 

Answer. Well, I should say on a trench of that kind, replacing the concrete 
and the pavement, it would be worth perhaps $12 to $13 a square ; that is, 12 or 
13 cents a square foot. 

Mr. Bradley. That would be about $1.17 a square yard? 

Answer. Yes ; $1.17 per yard — that is, using the old blocks, of course — using 
the material that is available. 

Mr. Masten. Does contracting in St. Louis follow the plan of repaving or 
cost of trench work in one sum, or is it usual to obtain bids for separate work? 

Answer. Well, the work that I have done for the Bell Telephone Company, 
for instance, we had unit prices for everything — for concrete, linear foot; of 
conduit, per yard ; of excavation, per square, of various kinds of pavements, so 
that it was separated very minutely. There is a thing that would enter into 
that now. The new pavements that are put down in St. Louis, most of them, are 
granite, and there is a clause in most of the contracts which allows the layer of 
the pavement to replace any pavement taken up by the city or by anybody per- 
mitted to take it up at their price at which the pavement was laid ; so, of course, 
the price would be fixed by the price at which they had laid the pavement for 
the city. 

Mr. Masten. The excavation work, then, for the trenches in this soil is held 
at about what rate per cubic yard? 

Answer. Well, that would depend, of course, upon the disposal of the sur- 
plus — of how much surplus you had to dispose of. The excavation, I suppose, 
upon a trench would be worth about 60 to 75 cents a cubic yard ; then the dis- 
posal of it would cost something additional, depending upon the location — prob- 
ably $1 a yard for the actual hauling. 

Mr. Masten. Sixty or 70 cents for the actual work of excavation and refilling, 
and $1 a yard for the removing of the surplus earth? 

Answer. Yes. 

Mr. Bradley. Are there any cases where the disposal could be made profitable, 
so as to cover the cost of excavation? 

Answer. Not in any downtown district. 

Mr. Bradley. Do you strike any rock in St. Louis? 

Answer. There are places where you strike rock at 4 or 5 feet in depth. In 
the downtown district, when you get down next to the river, you might strike 
rock, but between here and the union station you would hardly strike any of it. 

Mr. Bradley. Even if you strike rock, I suppose it is almost a negligible 
factor? 

Answer. There would be very little of it. In the water department they 
usually specify an allowance of $2 to $2.50 per yard for any rock you may 
strike. 

Mr. Masten. Then it is not easily removed? 

Answer. It has to be blasted. 

Mr. Masten. What experience have you had, or could you give an estimate 
of the cost of laying the pipe, such as I described, with the iron and leaded 
joints bell and spigot joint? 

Answer. Are the pipes laid on foundation? 

Mr. Masten. Practically only at the joint. 

Answer. Not laid in concrete? 

Mr. Masten. The bends where they are deflected from one street to another, 
or points where accidents are liable to happen, and in especially difficult places, 
they brick in a vault, and at other times only have a manhole to reach the 
joints. 

Answer. I don't see anything to make that very expensive. It would cost 
something more than either gas or water pipe, but I would not think that it 
would very greatly increase the cost. 

Mr. Masten. Would 30 cents a foot be a fair price? 

Answer. I should think that would cover it. 

Mr. Masten. Would these vaults at the street intersections where the pipes 
bend from one street to another be termed additional cost? 

Answer. Yes, sir. 

Mr. Masten. They would be laid separately? 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 135 

Answer. I would not say laid separately, but specified differently. I think 
that would be the most satisfactory way; by unit prices of all the work and 
by cubic foot of space. I should say cubic foot of masonry, or whatever 
material is used — brick or masonry. 

Mr. Masten. I can see that the excavation and the removal of the dirt would 
be taken case of in the items we have already gone over, and the remaining 
item is to get the amount of masonry work involved? 

Answer. Yes, sir. 

Mr. Bradley. Would that be estimated on the cubic yard? 

Answer. Cubic yard or cubic foot. 

Mr. Masten. Mr. Colnon, if the vault work necessary to be done on the 
streets can be of brick without a specially expensive foundation, and a 9-inch 
Avail, and of about 3 feet in width, what would be a reasonable charge for 
such work? 

Answer. I should say that you could figure that kind of brickwork at the 
rate of, say $16 a thousand brick, wall measure. 

Mr. Bradley. Do you consider that it would be preferable, from the gov- 
ernment standpoint, to deal with only one contractor for the entire work of 
excavation, pipelaying, relaying of pavement, and subsequent repair work? 

Answer. I would consider that the only practicable way to let a contract. 

Mr. Masten. Have you installed much machinery in buildings? 

Answer. No ; I have not had much experience in that line. 

Mr. Masten. You are not familiar with the prices or with the cost? 

Answer. No ; I could not give you very definite information on that. 

Mr. Bradley. As I understand it, the contractor who takes the contract for 
the entire new paving of streets, the custom is now to recognize him as a pre- 
ferred contractor for future work? 

Answer. Yes ; he makes the repairs. In other words, he possesses that right 
according to his contract with the city, and the individual contractor in doing 
work must deal with the standing contractor. There is a prescribed rate. 
For instance, if you cross a street that is under maintenance, you can do the 
back filling and everything preparatory to the replacement of the top pave- 
ment, and that is allowed to settle for six months ; then when the city says it 
is time to be repaved, they notify the contractor who has the contract to replace 
the pavement. 

Mr. Masten. For what term does this guaranty run? 

Answer. From five to ten years. 

Mr. Masten. Is there any rule against opening a newly paved street within 
a year's time or any given time? 

Answer. Nothing except by permission of the board of public improvements. 
They may grant permission at any time. 

Mr. Masten. I think you stated, Mr. Colnon, that in submitting a bid for 
work for the companies that you have been dealing with, that they execute a 
bond for the faithful carrying out of the contract? 

Answer. Yes, sir. 

Mr. Masten. For a stipulated sum? 

Answer. The city requires a certain percentage of the contract price. 

Mr. Bradley. What percentage? 

Answer. The bond is figured — I w^ould not be sure — but it is figured by a 
certain percentage on a small amount, and a decreased percentage on the re- 
maining, so that it is not a fixed percentage on the contract. 

Mr. Bradley. Would it be approximately 50 per cent? 

Answer. I think on ordinary contracts it would amount to about 30 per cent. 

Mr. Bradley. What would be the premium on the bond? 

Answer. The premium is fixed by the surety company on the entire contract 
price, irrespective of the amount of bond required by the city regulation, and at 
present that is one-half of 1 per cent. 

Mr. Bradley. Are you obliged, Mr. Conlon, as a general contractor, to give 
bonds against liability while the work is in progress? 

Answer. No; I never have. Well, of course, it is included in the contract 
always, but the person for whom you are doing the work is protected against 
any accident that may occur while you are doing that work; but there is no 
separate bond for that. 

Mr. Masten. Or an insurance? 

Answer. I might carry liability insurance, but as a contractor that would be 
optional with me. 

Mr. Masten. Is the premium on that insurance very heavy? 



136 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Answer. I suppose that on that kind of work it would amount to probably 
about 2 per cent on the amount of the pay roll. 

Mr. Bradley. Would that be as against injuries to employees and to the 
public both? 

Answer. Yes. 

Mr. Bradley. Is it customary for parties giving out work to include in the 
contract a provision for indemnity such as this; that is, that the contractor is 
to protect his employer against claims of this kind? 

Answer. They do sometimes. 

Mr. Bradley. It would probably be wise for the General Government to specify 
such indemnity? 

Answer. I should think so. I think, as a general proposition, that a contract 
of that kind should include everything. That would be the only suggestion that 
I could make, and to make the terms as elastic as possible ; that is, to apply to 
the different conditions that you might meet, rather than to make a lump-sum 
contract with all of the chances taken by the contractor. 

Mr. Masten. Would that produce a better contract price? 

Answer. I think so. I think that you could work for less money under that 
system; and while the contractor would not always make as much, he would 
not lose as much. 

American Embassy, 

Vienna, March 24, 1908. 
The Honorable Elihu Root, 

Secretary of State, Washington, D. 0. 
Sir : I have the honor to transmit to you herewith a copy of a report which I 
made, at the request of the Hon. George von Lengerke Meyer, Postmaster-Gen- 
eral, on the pneumatic-tube system of the city of Berlin, which report was made 
during the time between the taking of my oath as second secretary of embassy at 
Vienna and my entry on the duties of that post on the 31st of May, 1908. 
I have the honor to be, sir, your obedient servant, 

Nelson O'Shaughnessy, 

Second Secretary of Embassy. 



To the Honorable George von Lengerke Meyer, 

Postmaster-General, Washington, D. C. 

Sir : I have the honor to submit to you herewith a report on the pneumatic- 
tube system in use in Berlin for the transmission, within urban limits, of mail 
matter under a certain size and bearing a special postage. 

This system, which in Berlin is commonly called the " rohrpost," was intro- 
duced in the year 1876, and was originally only intended for the transmission of 
telegrams from certain substations to the central telegraph office, which was 
then, as it is now, the center of the whole system. It was soon, however, opened 
to the public, and has enjoyed a constant development and success ever since. 
Its development has kept pace with the growth of the city, until now there are 
over 70 receiving and delivery stations within the metropolitan area. 

There are similar systems in Paris, " le petit bleu," in Vienna, in Frankfort 
on the Main, and in Hamburg, but in the two latter cities it is not open to the 
public. 

As I have said above, the " rohrpost " was first used to send telegrams from the 
smaller stations to the central telegraphic office, for thirty years ago telegraphic 
instruments were very costly, less efficient, and the expert labor necessary to 
operate them most expensive; but the imperial post authorities have now 
decided to do almost all telegraphic business by telegraphy, for the instruments 
are now more simple and the labor required less highly paid. 

The Berlin " rohrpost " is based on a system of radiation — that is, starting 
from the central telegraph office, a series of tubes go to the nearer and more 
important posts and telegraph offices, and from these again others run to stations 
in their vicinity. There are also a few lines, as will be seen from the inclosed 
plan, which are quite separate from the lines which radiate from the central 
telgraph office. 

These lines run between two very important points, as the " lehrter " and 
" anhalter " stations, and there are only two such lines in operation. In other 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 137 

cases when a letter is to be sent from one side of Berlin to the other it must go 
through a series of tubes and finally reach the central telegraph office, whence it 
is sent off to the other side of the city. There are also a few lines which run 
directly from the central telegraph office to other very important points, such as 
to the Reichstag. 

All stations are connected with one another by one tube (in a few cases by two 
tubes), and this tube serves for the transmission of mail matter in both direc- 
tions, as will be presently explained. 

A dual system of propulsion is used; that is, the projectile containing the 
letter or card is shot in one direction by means of compressed air, and the 
same projectile is then returned to its home station by means of rarefied air — 
that is, by suction. The compressed air is 1 atmosphere above the normal pres- 
sure, and the rarefied air is 1 atmosphere below the normal. 

There are 7 (now being increased) power-generating stations, which are quite 
separate from the stations which receive and deliver " rohrpost " mail matter, 
and 70 (now a few more) stations which handle "rohrpost" mail matter. 
These stations are supplied with the necessary pneumatic power from the power- 
generating stations, which are situated in convenient parts of the city, in iron 
pipes varying from 150 to 300 millimeters in internal diameter. There are 82 
kilometers of such pipes. Each generating station has 2 air pumps of 50 horse- 
power each, each one of which is capable of supplying 350. cubic meters of air 
compressed to a density of 1 atmosphere above the normal and 350 of air reduced 
to one-half atmosphere below the normal per hour. The total horsepower of 
the 7 stations is about 1,400. 

The longest run between any two stations is 3,000 kilometers, and the official 
time for accomplishing this distance is four 'minutes ten seconds with com- 
pressed air and five minutes and thirty seconds with rarefied air. The highest 
velocities are attained in the shorter runs, where a maximum speed of 20 meters 
with compressed air and 16 meters with rarefied air is reached; the shorter 
the run between the stations the greater the speed. 

To better illustrate the system of stations and dual propulsion, I present the 
following plan: 




.. Pipes from the generating stations. 

- Pneumatic tubes for transmission of mait matter. 



In the above plan A, B, C, D, E, F are stations equipped with receiving and 
forwarding instruments for the transmission of mail by " rohrpost," of which 
A, B, and E are supplied with pneumatic power from generating station G. 

Supposing a letter is to be sent from A to C, it is first sent to B, where it is 
removed from the tube which brought it from A and put in the tube which runs 
to C; both the tubes running from A to B and from B to C are operated by- 
compressed air. On the other hand, if a letter is to be sent from C to A, the 
same route would be followed, but the transmission would be accomplished by 
means of rarefied air — that is, the projectile containing the letter would be 
sucked back from C to B and again from B to A ; the same applies to E and F. 
There is a telegraphic signal between all the stations. 

The total length of pneumatic tubing in use at the end of 1906 was 125 kilo- 
meters. This, of course, does not include the piping for the transmission of air 
from the generating stations, of which there are 82 kilometers. 



138 



PNEUMATIC -TUBE SEEVICE FOR THE MAILS. 



One of the longest distances one can send a letter is from the central tele- 
graph office to one of the stations in Charlottenburg, a distance of 9 kilometers, 
during which journey the letter would have to be transferred from one set of 
tubes to another at six intervening stations. The official running time for this 
distance, not including the time consumed in transferring from one set of tubes 
to another, is nine minutes when the journey is performed by compressed air; 
the time taken to transfer the letter from one set of tubes to the other is very 
small. The projectiles containing the mail matter are sent through the tubes 
at definite times — that is, every two, three, five, etc., minutes, according to the 
prescribed regulations, and they thus make connection at the various stations 
and a minimum of time is lost in transferring. I am inclosing herewith a copy 
of the " Rohrpostordnung und Rohrpostbetreibsordnung, fur Berlin " for the 
year 1903, in which much of the working of the system is set forth. 

I am inclosing an illustration of one of the projectiles used for the sending 
of letters, etc., its outward diameter is a little under 65 millimeters, which is 
the internal diameter of the transmission tubes; they are made of aluminum 
and leather. 

The letters and cards sent by the " rohrpost " are delivered on their arrival 
at their destination by the same messengers who deliver telegrams, and who 
are all mounted on bicycles. 

The price for a post card is 25 pfennigs, for a letter 30 pfennigs, and for a 
reply-paid post card 50 pfennigs ; the post sells special " rohrpost " cards and 
envelopes, but any card or envelope not above a certain size is received for 
transmission if fully paid, the size is only limited by the capacity of the pro- 
jectile it has to be carried in ; in the inclosed book can be found those articles 
which are forbidden to be forwarded by " rohrpost." There is no special col- 
lection for the " rohrpost " in the city of Berlin, as there is in Vienna, but it 
is collected like ordinary post; in the stations, however, are special boxes for 
such mail matter. I have had much occasion to make use of the " rohrpost " 
in Berlin, and I am able to testify to its efficiency ; I have on several occasions 
received an answer back within an hour and a half. This system was estab- 
lished in Berlin with a minimum of expense, as Berlin is built on sand, and 
the tubes are simply laid 1 meter under the sidewalks, where they are easily 
get-at-able; then also the Prussian State has certain accepted rights of way in 
the municipalities, and there has been therefore no conflict of rights; thus the 
State had to buy nothing. 

The main things which result in trouble in the working of this system are 
the internal rusting of the tubes, excavations, water in the tubes, and the for- 
mation of frost and ice in the tubes; all of which evils have now been quite 
satisfactorily overcome. 

The apparatus in general are of very simple and durable construction, and 
many of the machines which were installed thirty years ago are yet in opera- 
tion; and as the pressure needed is not high, the horsepower required is not 
great. I give a synopsis of the expense of operating the power stations for the 
year 1901. This is official ; it is the latest information I can get. 



Fuel 

Municipal water taxes 

L-'ghting 

Oil, waste 

Printing, paper 

Repairs to machinery . 
Transit for mechanics 
Wages of mechanics . . 

Total 



Marks. 
51,150 
3,800 
1,700 
7,350 
1,900 
8,400 
700 
56, 311 



Marks. 
65,860 
3,800 
1,700 
7,350 
1,900 
8,400 
700 
56,311 



146, 011 



Unfortunately these figures only refer to the upkeep of the generating sta- 
tions ; the expense connected with repairing the tubes is not given, but I am 
of the opinion that the same is an appreciable item in the expenses. 

I have experienced much difficulty in getting any definite statement concern- 
ing the working expenses and general financial condition of the " rohrpost," as 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 139 

the yearly statement is not in detail, but merely states that the system has 
brought in so and so much. I have been verbally informed by the postrat, who 
was detailed to give me information, that the capital up to the present invested 
in the " rohrpost " is 5,500,000 marks, and that during + he financial year 1906 
it contributed 1,100,000 marks to the revenues of the imperial posts. During 
the year 1906 the sum of 70,000 marks was written off for wear and tear, but 
I do not know whether that had been deducted from the estimate as above 
given for the year. The above estimate of 1,100,000 marks is not based upon 
purely postal business done by the system, as I shall show. As has been 
already explained, the original idea of the " rohrpost " was to send telegrams 
from the smaller offices to the central telegraph office, and in making the yearly 
statement of accounts it is the custom to credit the " rohrpost " in some cases 
with the total amount thus received for the transmission of telegrams, and in 
others only with a part of the amount thus received. 

In the statement for the year 1906 the sum of 550,000 marks is credited to 
the "rohrpost" for the transmission of telegrams, which is just one-half of 
the amount brought in by it for that year, or, rather, 550,000 marks have been 
arbitrarily credited to it. 

The " rohrpost " has almost abolished urban telegrams, as a telegram costs 
50 pfennigs for 10 words and 5 pfennigs for each additional word, and unless 
sent " urgent," with a treble toll, they are very little faster than a " rohrpost " 
letter. 

Among other things which have been ministered to its popularity besides its 
cheapness and speed may be mentioned the great caution of the German 
tradesman, who prefers to see an order, for instance, accompanied by the sig- 
nature of the man who orders; thus all stock-exchange business, or at least a 
great deal of it, is done by " rohrpost," and a special line runs from the cen- 
tral telegraph office to the Bourse. The laws also which relate to the use of 
telegrams as evidence in court have helped to bring it in favor with business 
men. In the case of a telegram certain tedious formalities have to be gone 
through. 

I am inclosing herewith a plan of the "rohrpost" system of Berlin as it 
appeared at the end of 1901, and also an illustration of the projectile in which 
the mail matter is inclosed for transmission through the tubes. 

I have much mechanical and technical detail at my command, which I have 
purposely not incorporated in this report, but which I can at a moment's notice 
place at your disposal, if you so desire. I have also the names and addresses 
of the firms which have installed the system in Berlin, and I shall send you 
the approaching publication on the " rohrpost," which will shortly be issued 
by the Kaiserliche postamt in Berlin. 

I have the honor to be, sir, your obedient servant, 

Nelson O'Shaughnessy, 

Second Secretary of Embassy. 



Post-Office Depaetment, 
Office of the Second Assistant Postmasteb-Geneeal, 

Division of Foeeign Mails, 
Washington, D. C, September 18, 1908. 
Sie : Referring to your letter of the 22d ultimo, I transcribe, for your informa- 
tion, the following extract from a letter of the Canada office, dated the 12th 
instant, viz: 

" With reference to your communication of the 26th ultimo, requesting in- 
formation respecting the installation and operation of pneumatic tubes in the 
postal service of Canada, I beg to say that there are no pneumatic tubes oper- 
ated in connection with the postal service of this country." 
Very respectfully, 

Basil Miles, 
Superintendent Division of Foreign Mails. 
The Supebintendent Division of Railway Adjustments, 



140 PNEUMATIC-TUBE SERVICE FOR THE MAILS. 

Post-Office Department, 
Office of the Second Assistant Postmaster-General, 

Division of Foreign Mails, 
Washington, D. C, September 25, 1908. 

Sir : With further reference to your letter of the 22d ultimo, I transcribe, for 
your information, the following extract (translation) from a letter of the postal 
administration of Germany, dated the 10th instant, together with the copy of 
the Deutsche Verkehrs Zeitung therein mentioned : 

" In reply to your letter of the 26th ultimo, I have the honor to inform you 
that the pneumatic mail tubes in use in this administration are in general 
employed only for forwarding telegrams between the main post-office and its 
branches in the same city. The only exception is the pneumatic-mail-tube 
service in Berlin, which is employed to forward, in addition to telegrams des- 
tined for delivery within the city limits and some of its suburbs, special- 
delivery letters and postal cards (pneumatic-tube letters and post cards). 
Other articles of mail, and especially ordinary letter mail, are not forwarded 
even in Berlin by means of pneumatic-mail-tube service. 

"A description of the pneumatic-mail-tube service was transmitted to your 
administration with letter of December 29, 1890. 

" I may add that there is now under consideration a project for the con- 
struction of a tunnel and electric-railway service for the transportation of all 
kinds of mail matter between the principal post-office stations and the Potsdam 
Railway depot in Berlin. The Siemens-Schuckert Werke (Berlin S. W. 11, 
No. 3 Askanischer Platz 3) have constructed an experimental section of the 
tunnel railway on their factory grounds, in regard to which there is an article 
in the inclosed No. 22 of the Deutsche Verkehrs Zeitung. 

" Should it be desired by the Post-Office Department, I shall gladly furnish 
further information on the subject later on." 

Very respectfully, R. L. Maddox, 

Acting Superintendent Division of Foreign Mails. 

The Superintendent Division of Railway Adjustments. 



Postal Railway in Berlin — An Underground Electric Road of Small 
Proportions for Mail Bags. 

A dispatch from Berlin to the London Times states that the German post- 
office department has put forward a scheme to connect the general post-office 
in that city with the various branch offices by the construction of an under- 
ground railway, by means of which the more rapid distribution of the mail 
bags to and from the mail trains will be effected at a speed of about 25 miles 
an hour. The railway will be worked without a guard or driver, and the 
tunnel, which will be placed close beneath the road surface, is to be only 29 
inches in height by 71 inches in width. Each truck or car is intended for the 
conveyance of a large-sized mail bag. The complete train will be composed of 
a dwarf electric locomotive and not more than four trucks. The locomotive 
will have a pair of axles, each furnished with a motor. The line will be double 
track throughout, constructed on a 16.13-inch gauge. Over each track will be 
conductor rails. A trench will be provided between the two lines of rails, so 
that a man will be able to pass through the tunnel. The railway is to be 
operated by electricity. The construction of these tunnels for distribution of 
mails, the dispatch says, is regarded as a matter of certainty, as the negotia- 
tions between the postal authorities and city of Berlin have already been con- 
cluded. — Daily Consular and Trade Reports, No. 3170. 



Post-Office Department, 
Office of the Second Assistant Postmaster-General, 

Division of Foreign Mails, 
Washington, October 3, 1908. 
Sir: With further reference to your letter of the 22d of August last, I 
transcribe, for your information, the following extract from a letter of the 
postal administration of Great Britain, dated the 22d ultimo, viz : 

" With reference to your letter of the 26th of August, 1908, concerning the 
use of pneumatic tubes for the transmission of mails, I am directed by the 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 141 

postmaster-general to inform you that no pneumatic tubes have yet been in- 
stalled in connection with the mail service in this country. 

"The question of adopting the system to connect the various district offices 
In London is at present under consideration, but no decision has yet been 
arrived at." 

Very respectfully, R. L. Maddox, 

Acting Superintendent Division of Foreign Mails. 
Hon. Joseph Stewart, 

Second Assistant Postmaster-General. 



Post-Office Department, 
Office of the Second Assistant Postmaster-General, 

Division of Foreign Mails, 
Washington, D. C, October 24, 1908. 
Sir: With further reference to your letter of the 22d of August last, I 
transcribe, for your information, the following extract (translation) from a 

letter of the postal administration of Italy dated the instant, viz : 

" In reply to your letter of the 26th of August, 1908, I have the honor to 
state that this administration is about to install a pneumatic-tube service in 
Naples, Milan, and Rome, between the central post-offices and the railroad 
stations of said cities, which is intended to be used exclusively for transporta- 
tion of special-delivery letters and telegrams, as is done by the pneumatic-tube 
service of Vienna, Berlin, and Paris. The size of the tube which will be 
adopted has a diameter of only 80 millimeters (3^o inches). 

"The transportation of all the voluminous mails between the central post- 
offices and the railroad stations will continue to be performed by means of 
horse-drawn wagons or automobile mail wagons. 

" It is impossible to state the cost of installation, as the service has no/ yet 
been installed." 

Very respectfully, R. L. Maddox, 

Acting Superintendent Division of Foreign Mails. 
Hon. Joseph Stewart, 

Second Assistant Postmaster-General. 



Post-Office Department, 
Office of the Second Assistant Postmaster-General, 

Division of Foreign Mails, 
Washington, D. C, November 3, 1908. 

Sir : With further reference to your letter of the 22d of August last, I tran- 
scribe for your information' the following extract (translation) from a letter of 
the French office dated the 19th ultimo, viz: 

* Up to the present time pneumatic tubes have not been used in France for 
the transportation of mail in bulk. This administration uses only pneumatic 
tubes of small diameters, 65 and 85 millimeters, respectively (2.56 and 3.15 
inches), for the telegraph service, which are constructed and installed as indi- 
cated in the accompanying memorandum and in the pamphlet of instructions, 
also inclosed. 

" There are in France three pneumatic-tube systems — at Paris, Lyons, and 
Marseille, respectively. The installation at Paris is the only important one. By 
means of it the branch post-offices of this city are placed in direct or indirect 
communication with the great central offices of the " bourse " and " poste cen- 
trale telegraphique," as shown on the diagram herewith. It is used to trans- 
port within the limits of Paris : 

"1. Telegrams originating in or destined for delivery in Paris (except tele- 
grams received in Paris and suburbs which are also destined for delivery there; 
these are transmitted telegraphically). 

" 2. Articles called ' pneumatic correspondence ' originating in Paris and for 
delivery in Paris or in a few neighboring towns, for which the following charges 
are made: Thirty centimes, up to 7 grams (6 cents, up to one-fourth ounce, 
avoirdupois; 50 centimes for 7 to 15 grammes (10 cents for weights between 
one-fourth and one-half ounce, about) ; 1 franc for 15 to 30 grams, maximum 
weight ($0,193 for weights between one-half and 1 ounce, about). 



RESEAU pneumatique 




142 PNEUMATIC-TUBE SERVICE FOE THE MAILS. 

" The number of telegrams transported annually in the interior of Paris by 
means of the tubes is between 11,000,000 and 12,000,000. 

" In 1907 the number of articles of pneumatic correspondence was 9,069,285 
and the proceeds therefrom amounted to 2,746,350 francs ($530,045). 

" The cost of installation and the operating expenses are as follows : 

"(a) Original cost of installation: (1) Power-house plant, about 2,100,000 
francs ($405,300) ; (2) trenches, tubing, and apparatus, 3,200,000 francs ($617,- 
600) ; total, 5,300,000 francs ($1,022,900). 

"(&) Annual expense of operation: (1) Technical force (civil engineer, in- 
spectors, managers, dispatchers, draftsmen, chief mechanics, and workmen, 
300,000 francs ($57,900) ; (2) operating force (employees working the appa- 
ratus at stations), 409 ' tubistes,' at 2,000 francs ($386) ; on an average, 818,000 
francs ($157,874) ; (3) delivery expenses and cost of selling (undeliverable) 
'pneumatic correspondence' (about 10 centimes per article), about 907,000 
francs ($175,051) ; (4) rent and maintenance of workshops, expense of coal, 
grease, oil, illumination, and repairs of apparatus and carriers, about 450,000 
francs ($86,850) ; total annual operating expenses, 2,475,000 francs ($477,675)." 

All the documents referred to in the foregoing extract are herewith inclosed. 
Very respectfully, 

R. L. Maddox, 
Acting Superintendent Division of Foreign Mails. 



Installation of Pneumatic Tubes. 

Size and form of tudes. — The tubes used for the transportation of telegrams 
are 80 millimeters (3.15 inches) and 65 millimeters* (2.65 inches) interior 
diameter. They are made of malleable iron with soldered seams (brazed ?). 
The exterior diameter is 87£ millimeters for the former and 72£ millimeters for 
the latter (3.44 and 2.85 inches, respectively.) 

They must be very carefully laminated, present a uniform surface on the 
interior, and be capable of being bent cold by machine without scaling, cracking, 
or buckling. 

The tubes are in lengths of 5 meters (16 feet, about), delivered polished on 
the interior and with wooden plugs at either end. 

Least radius of curves. — The radius of the cures is 1.5 meters (59 inches). In 
exceptional cases this radius may be reduced to 1.2 meters (47i inches). 

Heaviest grade and pressure. — No particular limitation to the grade. The 
tubes enter the post-offices vertically. 

Pressure is variable, but never exceeds 1 kilogram. 

Precautions for preservation of the jomts. — No particular precautions are 
adopted. The tubes are given a coating of coal tar by the employees after 
delivery. 

The joints have the form shown in drawing. A rubber or greased leather 
washer inserted between the two guides secures an air-tight joint. 

Least depth of the cuts. — In Paris almost the entire system is installed in the 
sewers. 

In cuts the tubes generally are placed at a depth of 1 meter. No especial pre- 
cautions are taken for their preservation, but in very bad ground it might 
be well to set them in cement, but in such a way that the tubes are accessible, 
say, every 40 meters (131 feet, about). 



Depaetment of Commerce and Labor, 

Bureau of Manufactures, 
Washington, November 18, 1908. 
Dear Sir : Again referring to your letter of the 11th instant requesting infor- 
mation concerning mileage of pneumatic tubes in France, I have pleasure In 
informing you that this bureau has just received a cablegram through the De- 
partment of State from the consul-general at Paris, which reads as follows : 

"Paris, 338.591 meters; Lyon, 4.400; Marseille, 6.263 meters; total, France, 
217 miles 35 yards." 

Very truly, yours, John M. Carson, 

Chief of Bureau. 
Hon. Joseph Stewart, 

Second Assistant Postmaster-General. 



PNEUMATIC-TUBE SERVICE FOR THE MAILS. 143 

Department of Commerce and Labor, 

Bureau of Manufactures, 
Washington, December If, 1908. 
Dear Sir : Referring to previous correspondence in regard to mileage of pneu- 
matic tubes in France, I respectfully inform you that advices received by mail 
from the American consul-general at Paris explain the figures contained in his 
cablegram and furnishes details that may be of service to you. The consul- 
general, quoting the figures of his cablegram heretofore transmitted, states : 

" These are the statistics which have been furnished to this consulate upon 
direct personal application to the ministry of posts and telegraphs at Paris and 
are presumably correct, although the total lengths of tubes reported as in use 
at Lyon and Marseille differ slightly from the figures which have been tele- 
graphed to me by the consuls in those cities. At Lyon and Marseille the pneu- 
matic tubes are used simply to connect the central post and telegraph bureau 
with branch offices, whereas at Paris the system covers the area of the entire 
postal service within the walls. There appears to be no pneumatic-tube sys- 
tem in use at Havre, Bordeaux, or any other French city, except the three above 
designated." 

Very truly, yours, John M. Carson, 

Chief of Bureau. 
Hon. Joseph Stewart, 

Second Assistant Postmaster-General. 



PNEUMATIC-TUBE SYSTEM IN PARIS. 

The postal administration at Paris submitted a catalogue describing the kind 
and dimensions of material, with prices therefor and the cost of installation of 
such materials, all in very great detail. The length of this list and the diffi- 
culty of literally translating it have resulted in its omission ; the essen Ual fea- 
tures, however, are embodied in the information given above relating to the sys- 
tem, the total cost of installation, and the yearly cost of operation. 

o 



LEJe'O 






